Aviation Industry – Airrahe Ultralights http://airrahe-ultralights.com/ Wed, 03 Aug 2022 18:25:38 +0000 en-US hourly 1 https://wordpress.org/?v=5.9.3 http://airrahe-ultralights.com/wp-content/uploads/2021/06/icon-6.png Aviation Industry – Airrahe Ultralights http://airrahe-ultralights.com/ 32 32 Amid skyrocketing rate of flight cancellations, Senator Markey leads bicameral colleagues in introducing cash refunds for flight cancellations legislation to protect the rights of air travelers | Press Releases http://airrahe-ultralights.com/amid-skyrocketing-rate-of-flight-cancellations-senator-markey-leads-bicameral-colleagues-in-introducing-cash-refunds-for-flight-cancellations-legislation-to-protect-the-rights-of-air-travelers-pre/ Wed, 03 Aug 2022 17:35:47 +0000 http://airrahe-ultralights.com/amid-skyrocketing-rate-of-flight-cancellations-senator-markey-leads-bicameral-colleagues-in-introducing-cash-refunds-for-flight-cancellations-legislation-to-protect-the-rights-of-air-travelers-pre/







Amid skyrocketing rate of flight cancellations, Senator Markey leads bicameral colleagues in introducing cash refunds for flight cancellations legislation to protect the rights of air travelers | Press releases | Congressman Jamie Raskin

























































































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Iran reportedly about to start creating aircraft parts for Russia http://airrahe-ultralights.com/iran-reportedly-about-to-start-creating-aircraft-parts-for-russia/ Tue, 02 Aug 2022 01:30:00 +0000 http://airrahe-ultralights.com/iran-reportedly-about-to-start-creating-aircraft-parts-for-russia/

In an unsurprising move, Iran and Russia have agreed to cooperate to thwart sanctions targeting aircraft parts and repairs. Iran’s MEHR news agency reported on July 26 that Iran and Russia signed a cooperation agreement on parts and repairs and also agreed to increase flights between the two countries.

Since the announcement, several reports have emerged about the depth of the cooperation and precisely what it entails. To clarify, according to the MEHR website, here is what Mir-Akbar Razavi, spokesperson for Iran’s Civil Aviation Organization (CAO), said:

SIMPLEFLYING VIDEO OF THE DAY

“It was also decided to sign a cooperation agreement with Russia with a view to providing the possibility of exporting parts and equipment manufactured in Iran to Russia as well as carrying out repair and maintenance services and a technical support of Russian aircraft by Iranian repair centers”.

Iran keeps its Airbus fleet flying, so can it help Russia do the same?

Iran Air has two eight-year-old Airbus A330-200s that it manages to fly despite Western sanctions. Photo: Getty Images

While the statement refers to “Russian aircraft”, it does not explicitly mention Airbus and Boeing aircraft, although this is reported. This is not a new concept, as on March 23, MEHR said Russian Federation Transport Minister Vitaly Savelyev outlined how his country would use the Iranian experience to circumvent sanctions to overcome challenges regarding purchase of spare parts for the Russian aircraft industry. . Savelev also said that “Russia was guided by Iran’s experience on how to maintain aircraft in a similar situation.”

Although Iran may not be an aviation power, it has managed to keep some older Western aircraft in service, despite sanctions similar to those imposed on Russia. Taking Iran Air as an example, data from ch-aviation.com shows 43 aircraft in its fleet with an average age of 25 years. This average is distorted by one Airbus A321-200, two A330-200s and 13 ATR 72-600s, with an average age of around six years. The rest of the fleet ranges from 20 to 42 years old, the oldest being an Airbus A300B2 and the youngest an Airbus A319-100. It’s been operating the A321 and A330 for a while, so there’s some expertise there, in addition to making parts or getting them through other means.

Iran and Russia have also signed a memorandum of understanding to increase the number of passenger flights between the two countries to 35 per week. Razavi said the memorandum of understanding was reached between Russia’s deputy transport minister and CAO chief Mohammad Mohammadi-Bakhsh. There are currently five flights per week, two each operated by Russian companies Aeroflot and Nordwind Airlines and one by Iran’s Mahan Air. There is no capacity limitation on cargo flights.

Conviasa launches direct flights between Venezuela and Iran

Venezuela and Iran are now connected by a direct Caracas-Tehran flight operated by Conviasa Airlines. Data: Flightradar24.com

According to a MEHR report yesterday, direct flights between Iran and Venezuela began on Sunday, when Venezuelan flag carrier Conviasa Airlines flight VO3750 from Caracas landed in Tehran. Data from Flightradar24.com shows the flight operated by an Airbus A340-642, registration YV-3535, which took off from Simón Bolivar International Airport (CCS). After a 13-hour flight, he landed at Imam Khomeini International Airport (IKA) in Tehran at 12:56 p.m. on July 30 and will return to Caracas at 2:45 a.m. today. Yesterday, Iranian Defense Minister Brigadier General Mohammad-Reza Gharaei Ashtiani met with Venezuelan Deputy Minister of the Ministry of Water and Air Transport and President of Conviasa Airlines, Ramón Velásquez. The statement said that “both parties are committed to broadening and deepening relations between the two countries, and the direct flight between Iran and Venezuela was an important and valuable step.”


If Russia starts using unauthorized parts and maintenance from Iran, is that the end for Western planes stranded in Russia?

Source: HMER

]]> What types of planes has the Canadian carrier Nordair flown? http://airrahe-ultralights.com/what-types-of-planes-has-the-canadian-carrier-nordair-flown/ Fri, 29 Jul 2022 17:30:00 +0000 http://airrahe-ultralights.com/what-types-of-planes-has-the-canadian-carrier-nordair-flown/

Before discussing the types of aircraft operated by Nordair, let’s first take a closer look at the Quebec airline created from the merger of Mont Laurier Aviation and Boreal Airways. Based in Montreal, Nordair operated from Dorval Airport, now Montreal-Trudeau International Airport (YUL), and later from Montreal-Mirabel International Airport (YMX) after it opened in 1975.

After its founding in 1947, Nordair served destinations in Eastern Canada and the Northwest Territories and offered international and charter flights. Initially flying a fleet of Douglas DC-3s and DC-4s, Nordair later used Lockheed L-188 Electra and Fairchild Hiller FH-227 turboprop aircraft. In 1969, Nordair received its first Boeing 737s and deployed them on domestic and international charter flights to the Caribbean.

SIMPLEFLYING VIDEO OF THE DAY

The merger and its consequences

On March 27, 1987, Nordair was purchased by Canadian Pacific Air Lines, formerly CP Air. Western Airlines purchased Canadian Pacific Air Lines to create a company called Canadian Airlines. In 2000, the airline was acquired by Canadian national carrier Air Canada.

While Nordair no longer existed, an airline called “Nordair Quebec 2000” operated until 2006 before the Nordair name disappeared from the aviation industry following its suspension of flights in 2006.

In no specific order of delivery and use over its 40-year history, Canada’s Nordair has operated a fleet of the following piston, turboprop and jet aircraft.

Piston and turboprop aircraft

  • 15 Douglas DC-3s that Nordair used for short-haul passenger flights out of Montreal.
  • 14 Curtiss C-46 Commando twin-piston cargo plane that Nordair used to transport cargo.
  • Nine Douglas DC-4s. Developed during the war and used extensively during the Berlin Airlift, many military C-54 Skymasters were converted into DC-4 passenger aircraft.
  • A Douglas DC-6, an aircraft originally intended as a military transport, became a popular piston-powered airliner.
  • A Douglas DC-7, a four-engine piston-powered freighter version of the popular DC-6.
  • Five Lockheed L-188 Electra is a large four-engine turboprop with a high power-to-weight ratio. Initially the aircraft sold well until two fatal crashes forced Lockheed to make major design changes.
  • Five Lockheed L-1049 Super Constellations powered by four Pratt & Whitney R-2800 Double Wasp engines. Lockheed built the aircraft to compete with the Douglas DC-6.
  • Two Handley Page Dart Herald Series 200 aircraft, a British twin-engine turboprop built to replace the aging Douglas DC-3.
  • Five Fairchild Hiller FH-227 is a twin-engine turboprop like the Fokker F27 built under license in the United States by Fairchild Hiller.


Jet plane

  • Three Douglas DC-8s, a four-engine long-range airliner built by the American Douglas Aircraft Company.
  • Three Convair 990 Coronado is a stretched version of the Convair 880, a four-engine narrow-body airliner built by General Dynamics following a request from American Airlines.
  • A Boeing 737-100 and 27 Being 737-200s. Built by Boeing in the 1960s to complement the Boeing 727, the 737 is a twin-engine jet aircraft for short to medium haul. Known as the 737 Classic, the 200 version was a stretched version of the original.

Have you ever flown with Nordair? Leave a comment below and share your experience.

]]> Seaplane Market 2022 Next Big Thing | BERIEV AIRCRAFT COMPANY, AVIATION INDUSTRY CORPORATION of CHINA (AVIC), VIKING AIR, G1 AVIATION http://airrahe-ultralights.com/seaplane-market-2022-next-big-thing-beriev-aircraft-company-aviation-industry-corporation-of-china-avic-viking-air-g1-aviation/ Wed, 27 Jul 2022 08:17:48 +0000 http://airrahe-ultralights.com/seaplane-market-2022-next-big-thing-beriev-aircraft-company-aviation-industry-corporation-of-china-avic-viking-air-g1-aviation/

New Jersey, United States, The global seaplane market is thoroughly researched and analyzed in reports to help market players improve their business tactics and ensure their long-term success. The report authors have used easy to understand language and simple statistical images but provided comprehensive information and detailed data on the global Hydroplanes market. The report provides useful insights for players and suggests result-oriented ideas to gain a competitive advantage in the global Hydroplanes market. It shows how other players compete in the global market and examines the strategies they use to distinguish themselves from other participants.

In the report, the researchers provided quantitative and qualitative analysis as well as an assessment of the opportunities in absolute dollars. In addition, the report provides Porter with five strength analyzes and pestle analyzes for more detailed comparisons and other important studies. Each section of the report has something valuable to offer players to improve gross margins, sales and marketing strategies, and profit margins. By using the reports as a tool for gaining insightful market analysis, players can identify much-needed changes in their operations and improve their approach to doing business. Additionally, they will be able to compete against other players in the global Hydroplanes Market while identifying major growth pockets.

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The report studies the Hydroplane market size by player, region, product type and end industry, historical data 2014-2018 and forecast data 2019-2025; the report also studies the global market competitive environment, market drivers and trends, opportunities and challenges, risks and barriers to entry, sales channels, distributors and carriers.

Major Players of Hydroplane Market are:

  • BERIEV AIRLINE COMPANY
  • AVIATION INDUSTRY CORPORATION of CHINA (AVIC)
  • AIR VIKING
  • G1 AVIATION
  • Glasair Aviation
  • LISA planes
  • SHINMAYWA INDUSTRIES
  • Tecnam Aircraft
  • TL ultralight

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  • seaplane
  • flying boat
  • Amphibious

Global Hydroplanes Market Segment By Application:

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ATTRIBUTES DETAILS
ESTIMATED YEAR 2022
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MHIRJ sees a long future for CRJ regional jets | In depth http://airrahe-ultralights.com/mhirj-sees-a-long-future-for-crj-regional-jets-in-depth/ Mon, 25 Jul 2022 08:48:06 +0000 http://airrahe-ultralights.com/mhirj-sees-a-long-future-for-crj-regional-jets-in-depth/

Regional jet specialist MHI RJ Aviation Group (MHIRJ) sees a long future for the Bombardier CRJ regional jet, but warns of a shortage of pilots and maintainers the industry is facing.

A wholly-owned unit of Quebec-based Japanese company Mitsubishi Heavy Industries, MHIRJ derives most of its revenue from MRO work related to CRJs. It also has an aerospace engineering center and offers consulting services.

Ross Mitchell, vice president of strategy and business development at MHIRJ, notes that the company has 30 maintenance lines, making it the world’s largest MRO provider for regional aircraft.

And given the company’s experience under Bombardier – MHI acquired the CRJ program in 2020 – Mitchell, speaking to FlightGlobal at the recent Farnborough Airshow, said the unit offers capabilities unique that are usually only found in major aircraft manufacturers.

Cirium fleet data indicates that there are 1,170 CRJs in service, with 465 in storage. The dominant types are the 50-seat CRJ200, with nearly 400 in air service, and the CRJ900, with nearly 420. The majority of these jets are operated on North American regional routes by carriers owned or affiliated with the three major US carriers: American Airlines, Delta Airlines and United Airlines.

FEW ALTERNATIVES

Although the CRJ is no longer in production, Mitchell says it is a crucial element for air operations in North America, providing power to hubs. In addition, no new aircraft meet the scope clause requirements in pilot contracts. Scope clause agreements effectively limit the maximum take-off weight of aircraft used for regional operations.

“They can easily go on for another few decades,” says Mitchell of CRJ’s fleet. “There’s nothing on the horizon to really replace those planes.”

He observes that the development Embraer E175-E2 does not meet the limits of the scope clause. Indeed, in February, the Brazilian manufacturer suspended development of the type for three years, and it will not enter service until 2027.

He adds that the CRJ also has much lower ownership costs – given that they are largely reimbursed – compared to buying a new plane.

“You might as well run [CRJs] because the next aircraft you bring gives you no economic benefit and has higher ownership costs,” he says. “We are a key part of the value chain to ensure these aircraft continue to fly into the future – and customers want them to continue flying.”

As to whether turboprops can supplant the CRJ, Ross says they don’t mesh well with the hub-and-spoke networks favored by major carriers. Also, the US market is not very receptive to turboprops, as passengers, according to Ross, prefer jets. He adds that turboprops do not have the speed to keep up with hub schedules.

Despite MHIRJ’s strong position in the CRJ market, Mitchell points out that the company is always on the lookout for new opportunities. On the MRO front, the company’s new hangar in West Virginia will be large enough to accommodate both CRJs and larger planes should the company venture to support other types.

The MHIRJ is also looking to the long-term future of the CRJ, with the announcement in October 2021 that it will cooperate with experimental propulsion specialist ZeroAvia on the potential of hydrogen-electric power for regional jets.

Under this agreement, MHIRJ provides design, engineering and certification services to ZeroAvia, supporting not only the development of new aircraft using the powerplant technology, but also the potential for “green retrofit”.

STAFF CHALLENGES

As for the challenges, Mitchell says the shortage of pilots and maintainers is a big problem for the regional jet market. At the start of the pandemic, he says, major airlines offered retirement packages to pilots. Now that the sector is recovering, airlines are bringing in regional jet captains to operate larger planes.

Since the United States requires co-pilots to have 1,500 hours before sitting in the right seat, and captains need 1,000 hours beyond that, an imbalance is created between the number of co-pilots and of captains. This creates training challenges and also makes it difficult to recruit people.

“The 1,500 hour rule had an impact even before Covid, and Covid exacerbated it,” says Mitchell. “Policy changes need to be made…and the industry needs to find ways to fund this resource as it has created a problem which has become acute over the past few months.”

Mitchell also observes that the pool of maintenance personnel in the United States is aging.

“There is also a desperate need for funding there, and more training programs, because the average service technician is very close to retirement age now, and new service technicians coming into the industry are not enough to replace those who leave.”

To help alleviate this problem, the MHIRJ promotes aeronautical careers to young people. The MHIRJ also wants more women to join the industry, whether as maintainers or pilots. When it comes to the company’s strategic priorities, Mr. Mitchell says the number one issue is, indeed, the issue of the workforce.

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Stuck in air travel hell? Blame the long shadow of Covid http://airrahe-ultralights.com/stuck-in-air-travel-hell-blame-the-long-shadow-of-covid/ Sat, 23 Jul 2022 10:14:53 +0000 http://airrahe-ultralights.com/stuck-in-air-travel-hell-blame-the-long-shadow-of-covid/

Comment

Much of the wealthy world is emerging from two years of pandemic more abundantly than it has ever been. Deposits held by consumers in U.S. commercial banks are about $3.5 trillion higher than they would have been had they continued the pre-pandemic trend, a position that inflation is just beginning to gnaw.

For the airline industry, it’s the exact opposite. While travel volumes are returning to something like normal across most of the world, the legacy of Covid – in the form of the huge debts accumulated over two years on life support – has barely changed. If you’re looking for an explanation for the chaotic scenes of canceled flights, lost luggage and passenger caps at airports this Northern Hemisphere summer, it’s worth considering the drastic reduction in costs the industry will experience during many years to come.

Airlines would love to entice passengers back with the promise of a return to business as usual. The stubbornly persistent debts they hold make this nearly impossible.

Net borrowing by more than 100 airlines worldwide for which Bloomberg has data stood at $377.85 billion in their latest reports, more than a third higher than $281.03 billion at the time. same period in 2019 – and it was already a difficult year for the aviation industry, thanks to rising costs and trade tensions. Compared to 2018, debts have doubled.

While traffic volumes are starting to pick up, profits are not. Profit before interest, taxes, depreciation and amortization for the last 12 months across the sector was $25.77 billion – an improvement over Ebitda’s loss of $45.98 billion. dollars a year earlier, but just over a third of typical pre-pandemic levels.

The relationship between these two numbers is a decent benchmark for a company’s ability to service its debts. Right now it’s a flashing red emergency sign.

Banks begin to worry when their borrowing companies have debts amounting to more than three or four times their ebitda. That number jumped to 4.7 this time two years ago, before dropping off the charts last year when Ebitda turned negative. This year it’s worse than 2020, at 14.7 – levels almost unimaginable for any solvent company, let alone an entire industry. Of 113 companies for which Bloomberg has relevant data, only 23 are able to pay their interest on earnings before interest and taxes.

These numbers could get worse before they get better. Jet fuel prices, which typically account for 20-30% of airline costs, are about 50% above their 2019 levels at $132.31 a barrel in Singapore. Last month, they hit an all-time high of $164.30.

Although net debt levels have fallen slightly since peaking in the middle of last year, the cost of servicing these loans has also skyrocketed as interest rates have climbed. According to a very rough estimate drawn from the yield on US 10-year government bonds, the interest bill for airlines this year is almost double what it was 12 months ago, despite a reduction of 8, 4% of borrowings.

Investors took note. The Bloomberg World Airlines Index, a stock price tracker that rallied remarkably in the year to March 2021, has since trended lower. It is currently at levels comparable to the darkest months of the pandemic.

Travel chaos is best understood as the result of airlines struggling to contain the few costs they can control. About half of the world’s nearly 500,000 baggage handlers were laid off in the early months of the pandemic, and since then tight labor markets have made it difficult for people to return to such low-paying and insecure jobs. This has been compounded by the fact that we seem to be focusing our travel more than ever on peak periods when the pressure on ground services is the highest.

Airlines can also save money if they cram passengers into three flights due to flying a third empty on two planes, one reason many have cut schedules and canceled more departures than usual.

Passengers will always end up blaming the airlines for their travel misery, but any problems being experienced right now are the result of an industry still struggling to survive after two years in limbo. The chaos over baggage carousels and security lines will not improve until airports see their cash flow recover, which in turn depends on carriers contributing most of their revenue by reducing their own debts. At a time of accelerating inflation everywhere, global passenger yields – the amount of money earned for traveling one kilometer per passenger – are still expected to end the year around the same level as 2019, around seven about hundred.

The problem in the airline industry is not that it profits from our misery. It’s that we’re still not willing to pay for the service we want. Until airlines and airports absorb the Covid over-indebtedness, this situation is unlikely to change.

More from Bloomberg Opinion:

• Embattled US Airline Passengers Deserve a Bill of Rights: Brooke Sutherland

• Good luck with your vacation this summer: Andrea Felsted

• Flying was already hellish. Now It’s Worse: Chris Bryant

This column does not necessarily reflect the opinion of the Editorial Board or of Bloomberg LP and its owners.

David Fickling is a Bloomberg Opinion columnist covering energy and commodities. Previously, he worked for Bloomberg News, the Wall Street Journal and the Financial Times.

More stories like this are available at bloomberg.com/opinion

]]> NCAA suspends Dana Air operations indefinitely http://airrahe-ultralights.com/ncaa-suspends-dana-air-operations-indefinitely/ Thu, 21 Jul 2022 01:03:32 +0000 http://airrahe-ultralights.com/ncaa-suspends-dana-air-operations-indefinitely/

The Nigerian Civil Aviation Authority (NCAA) has indefinitely suspended the Air Transport License (ATL) and Air Operators Certificate (AOC) of Dana Airlines.

NCAA General Manager Captain Musa Nuhu made the announcement Wednesday in a statement.

He clarified that the suspension of the Airlines’ operations would take effect from midnight on Wednesday, July 20, 2022.

“The suspension was made pursuant to Section 35(2), 3(b) and (4) of the Civil Aviation Act 2006 and Part 1.3.3.3(a)(1) of the Regulations Civil Aviation Authority of Nigeria (Nig.CARs), 2015,” Nuhu said.

According to him, the suspension order has since been communicated to the management of Dana Airlines.

The NCAA boss explained that the decision was the result of a financial and economic health audit carried out on the airline by the Authority, and the findings of a recent investigation into the airlines’ flight operations, which revealed that Dana Airlines was no longer able to meet its financial obligations and conduct safe flight operations.

“The NCAA recognizes the adverse effect this precautionary decision will have on airline passengers and the traveling public and asks for their understanding, as the safety of flight operations takes precedence over all other considerations,” the statement added.

The suspension of Dana Air’s operations comes on the heels of the existing woes and challenges plaguing the Nigerian aviation industry.

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The UK joins its closest allies to create a new forum to work together to tackle aviation’s greatest challenges http://airrahe-ultralights.com/the-uk-joins-its-closest-allies-to-create-a-new-forum-to-work-together-to-tackle-aviations-greatest-challenges/ Tue, 19 Jul 2022 10:17:41 +0000 http://airrahe-ultralights.com/the-uk-joins-its-closest-allies-to-create-a-new-forum-to-work-together-to-tackle-aviations-greatest-challenges/
  • Transport Secretary Officially Launches National Aviation Authority Network, Focused on Collaboration to Address Aviation Challenges
  • network to support the resilience of the aviation sector, ensure aviation policy coherence in the future, collaborate on how new aviation technologies are integrated and regulated, and support efforts to reduce carbon emissions
  • announced at the Farnborough International Airshow and made up of regulators from the UK, USA, Canada, Australia and New Zealand

A collaborative international aviation network with global aviation leaders has been launched to address the industry’s biggest challenges.

National aviation authorities (ANA) is dedicated to fostering cooperation among the world’s leading aviation regulators on emerging aviation and aerospace challenges, enhancing innovation and safety.

These challenges include making the most of new technologies, such as the safe integration of new forms of transport such as air taxis into some of the world’s busiest airspace systems, as well as supporting the industry’s efforts to reduce carbon emissions and promote guilt-free flying. .

The ANA The network currently includes the UK, Australia, Canada, New Zealand and the USA. The network will exist to ensure that the aviation sector is as safe, innovative and environmentally friendly as possible.

Transport Secretary Grant Shapps said:

The aviation industry has shown immense resilience over the past two years, with governments and authorities around the world working with the sector on new challenges such as reducing carbon emissions and putting in place new technology as safe as possible.

The ANA network is a huge step forward in supporting this work – helping the sector safely meet the challenges of tomorrow and improve lives for the better.

Sir Stephen Hillier, Chairman of the UK Civil Aviation Authority and National Aviation Authority Network Governance Group, said:

These are both exciting and challenging times for the global aviation sector, and regulators must act quickly to build resilience, keep pace with rapid innovation and work together to reduce carbon emissions.

The ANA The network helps us strengthen collaborative approaches to common challenges and share best practices and regulatory approaches.

We are already doing timely and important work together within the network and I look forward to continuing to work closely with my colleagues in Australia, Canada, the United States and New Zealand to help advance the world aviation.

Billy Nolen, Acting Administrator of the US Federal Aviation Administration, said:

We can only achieve the next era of aviation by working together with our international partners.

This network will help us meet new challenges in aviation, such as the safe introduction of air taxis and the construction of a sustainable aviation system, and the FAA look forward to working together.

The UK and its international partners will use the ANA network to respond quickly and flexibly to emerging issues and influence new regulation, finding ways to align approaches to address common challenges.

This group complements the various coordination mechanisms of the International Civil Aviation Organization (ICAO) and remains committed to working within ICAO to support the global aviation system.

For instance, ANA network regulators have already shared security best practices to help plan for future external shocks, meaning the industry will be better prepared to maintain operations in the event of a future shock on the scale of the coronavirus pandemic (COVID-19).

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Cirrus Aircraft Expands Headquarters in Duluth – Duluth News Tribune http://airrahe-ultralights.com/cirrus-aircraft-expands-headquarters-in-duluth-duluth-news-tribune/ Sat, 16 Jul 2022 00:55:00 +0000 http://airrahe-ultralights.com/cirrus-aircraft-expands-headquarters-in-duluth-duluth-news-tribune/

DULUTH — The 16,000 square foot expansion of the Duluth Cirrus paint and finish facility became fully operational Friday, July 15, bringing the entire center to 86,000 square feet.

The additional space will allow for a 35% increase in aircraft spraying capacity. The facility is dedicated to finishing the final stages of the manufacturing process. After assembly, Cirrus aircraft come to Duluth for custom touches. The modernized facility will help reduce Cirrus’ cost structure and improve efficiency, according to Patrick Waddick, president of innovation and operations at Cirrus Aircraft.

Waddick spoke with community members and business leaders who gathered to celebrate the milestone with a groundbreaking ceremony on Friday. Attendees had the opportunity to tour Cirrus’ state-of-the-art painting and finishing facility.

As its best-selling SR Series and Vision Jet grow in popularity, the company continues to grow. There are currently over 9,000 Cirrus aircraft worldwide.

“Our mission is extremely important, and that is to provide an easily accessible personal aviation experience. It’s the pinnacle of innovation, quality and safety for our customers,” Waddick said.

Cirrus has six locations across the country, including Duluth, Minnesota; Grand Forks, North Dakota; Knoxville, TN; Greater Dallas, TX; Greater Phoenix, Arizona; and Greater Orlando, Florida.

“We are proud to expand the Cirrus paint and finish facility at our Duluth headquarters,” Cirrus Aircraft General Manager Zean Nielsen said in a press release. “These investments allow us to both meet growing demand for our advanced aircraft and create additional jobs in our local communities.”

Cirrus currently employs 130 people at its Duluth campus and plans to add 50 high-tech and skilled positions to its team following recent expansion.

Waddick said, “These investments are not only translating into real results for Cirrus, but also for the community. Fifty or more new jobs; these new jobs not only allow us to build more planes here and welcome new people to the Cirrus family. They also generate investment from our local partners. When we grow, they grow, and it’s good for Duluth, it’s good for the state of Minnesota.

“It really heralds a bright future for Duluth with companies like Cirrus at the center of the airline cluster industry,” said Chris Fleege, executive director of the Duluth Economic Development Authority and director of planning and economic development. “It was a good public-private partnership. We hope they can continue to grow here in Duluth. The air cluster is made up of businesses that support Cirrus in Duluth, such as avionics, parachutes, assembly composite materials and engines, metal stamping, manufacturing, in addition to the natural gas and other consumables it uses to operate.The entire aviation industry attracts employees from across the iron chain.

The authority is on a mission to drive economic prosperity in the city of Duluth and also works on broader workforce housing and child care issues that can impact growing businesses such than Cirrus. The City of Duluth has also partnered with Cirrus in advocating at the state level to resolve any tax, labor and housing issues.

DEDA has been instrumental in helping Cirrus navigate the expansion process, Fleege said. He provided assistance in the permitting process by engaging Barr for additional engineering and environmental consultancy services, and helped Cirrus apply for the Job Creation and Investment Funds for Employment and Development. economic development of Minnesota.

The airport is owned exclusively by the City of Duluth. The majority of real estate leases are paid to the Duluth Airport Authority or the city for a few locations. The one exception is the Duluth MRO facility on the North Side, where DEDA is the tenant, subletting to tenants like Cirrus and Lake Superior Helicopter.

Cirrus currently subleases the north side of the Duluth MRO facility to DEDA. The lease agreement with Cirrus alleviates the authority’s costs of $57,000 per month to run the building’s utilities, Fleege said. DEDA is also working to relocate its sublease tenant, Lake Superior Helicopter, Fleege added.

The space previously occupied by AAR Corp. was released in July 2020 due to the unforeseen business circumstances of COVID-19 and its impact on the commercial airline industry. According to Waddick, Cirrus plans to purchase the AAR building on the north side of the airport facility in the near future. It plans to make major investments there to create a new innovation center to enable Cirrus to invent new aircraft.

“For 30 years we’ve had our headquarters in Duluth with further investment projects here, not only in our facilities but also in our people,” Waddick said. “There is a ripple effect and a multiplier effect that will spread new innovation and growth between our partners and into the community.”

Before cutting the ribbon, Duluth Mayor Emily Larson said, “A business like this is important. One thing I think we should talk about more is the incredible impact Cirrus has on the world. They won a prize that surpassed NASA. They won an award which is actually in the Smithsonian. These are incredible testimonies of hard work, vision, investment and continued commitment to absolute innovation and excellence. We are really proud to be here today. Cirrus continues to be an extremely strong partner with the City of Duluth, so we are delighted. We step up to this company every time, all the time because you stand up for us, and that really means a lot to us.

People take a closer look at the new aircraft paint and finish facility expansion at Cirrus Aircraft during a grand opening ceremony Friday morning July 15, 2022 in Duluth.

Jed Carlson / Upper Telegram

Patrick Waddick, President of Innovation and Operations at Cirrus Aircraft, addresses the crowd

Patrick Waddick, President of Innovation and Operations at Cirrus Aircraft, addresses the crowd at the grand opening of the expanded paint and finish facility at Cirrus Friday morning July 15, 2022 in Duluth.

Jed Carlson / Upper Telegram

People mingle ahead of the grand opening ceremony for the paint and finish facility expansion at Cirrus Aircraft

People mingle before the grand opening of the paint and finish facility expansion at Cirrus Aircraft on Friday morning July 15, 2022 in Duluth.

Jed Carlson / Upper Telegram

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Redesigned GKN Aerospace prepares for a low-carbon future | In depth http://airrahe-ultralights.com/redesigned-gkn-aerospace-prepares-for-a-low-carbon-future-in-depth/ Thu, 14 Jul 2022 09:41:47 +0000 http://airrahe-ultralights.com/redesigned-gkn-aerospace-prepares-for-a-low-carbon-future-in-depth/

For GKN Aerospace, the past four years have been, well, tumultuous that’s too much, so let’s just say they’ve been interesting.

At the last Farnborough Airshow, GKN Plc – as is – had not been taken over for a long time by Melrose Capital, an investment firm whose strategy is to buy out underperforming companies, restructure them, improve their performances and resell them.

But restructuring is a notoriously broad term, covering a multitude of tactics from genuine encouragement and improvement on the one hand, to piecemeal disruption or closure on the other. And Melrose, rightly or wrongly, had a reputation for being ruthless with his portfolio companies.

With the acquisition of GKN not having been completed until March 29, 2018, it was, by the time the Farnborough Air Show took place in July, still too early to discern what the new owners had in store, at the except that a sale was prevented until 2023 thanks to a covenant entered into as part of the acquisition of Melrose.

An initial restructuring began in 2019, putting the company on a slightly stronger footing when the coronavirus outbreak hit in early 2020.

But like the rest of the industry, GKN Aerospace saw orders dry up – sales fell 27% that year and only returned to growth in the second half of 2021, remaining below pre-pandemic levels. If there was a bright spot, it was the strong performance of its defense business which gained 8% in 2020.

The management has also changed since the previous edition of Farnborough: in 2018, GKN Aerospace was led by Hans Buthker who abruptly resigned in September 2020, to be replaced on an interim basis by Peter Dilnot, the managing director of Melrose. He, in turn, was replaced by David Paja – an executive from outside the aerospace industry – who arrived in August 2021.

Restructuring was already underway prior to Paja’s arrival, but that process accelerated under his leadership, Melrose says in its 2021 annual report. United States, for example), the rationalization of divisions and management and the redesign of the portfolio (the non-core businesses Fokker Service and Fokker Techniek have been sold), there are signs of a different business emerging.

David Paja_01 September 2021_043-Edit

While GKN Aerospace has not abandoned its traditional focus areas (now reorganized into three divisions: civil, engines and defence), it is positioning itself to take advantage of aviation’s pivot towards decarbonization.

“Over the last few months we’ve been trying to refine our vision, our mission – where we’re headed. We look at it as what do we want to be in the industry? Clearly we want to be a relevant player and lead the transformation of the industry from the front,” says Paja.

While part of that has to do with being seen as a “trusted partner,” the real differentiator, says Paja, is the “sustainability of our products, technologies, and how they enable the transition to net zero”.

“We are really making significant investments and directing our efforts to become a major player in the transformation of the industry.”

This has seen investments in facilities – including a portfolio of global technology centres, the last of which opened in the UK last autumn – and ground-breaking research projects in new technologies, including advanced composites, hydrogen – whether in fuel cells or combustion – and additive manufacturing.

There are also key partnerships: with Airbus on its Wing of Tomorrow program (see below), and with engine manufacturers Pratt & Whitney and CFM International on their respective future propulsion programs.

Russ Dunn, chief technology officer, says the company’s unique “OEM capabilities” on engines and aircraft – acquired through purchases from Volvo Aero and Fokker, respectively – allow it to be more than just a valued supplier.

H2GKN8

“Our philosophy is that we want to operate a level above our station. That’s not to say we want to compete with OEMs, but we want to develop OEM capabilities so we can really understand which solutions are better for the customer.

On an engine, this means that GKN can design and analyze the entire engine, as well as the parts for which it is responsible, providing feedback or suggesting improvements accordingly.

GKN’s set of aircraft design capabilities has not only helped it attract a new class of customers – agreements are in place with advanced air mobility start-ups like Eviation, Lilium and Vertical Aerospace – but has also allowed the company to better assess who it wants to work with, says Dunn.

“We’ve done a lot of work looking at the different platforms that are out there, doing our own analysis that says who do we think is credible? Which cells do we think are good? We have targeted clients that we believe we can work with.

Ironically, there has recently been some debate about whether this level of design expertise is still needed, Dunn admits. “If you go back two or three years, we were really debating whether our level of airframe and aircraft design capability was beyond what the industry needed.

“Now suddenly in this space these companies are desperate to work with people who can deliver whole aircraft or airframe design capabilities.”

But while aerostructure deals in the AAM segment play to GKN’s traditional strengths, its hydrogen fuel cell powertrain research threatens to take the company into an entirely new realm. If the UK government-backed H2GEAR project is successful and delivers a viable system by 2025 – and Dunn believes such a powertrain could power anything up to 96 seats – then there could be a clear opportunity to ‘add another line of business.

Paja also believes Melrose’s authorized investment in projects such as the Technology Center Network and H2GEAR, where returns are many years in the future, is a sure sign of its owner’s desire to make GKN a better company.

“Melrose thinks long-term in terms of investing,” he says. “They have been extremely supportive of investing in areas that will position the company for a much more sustainable but also successful future.”

GKN Aero GTC_October 11, 2021_006

Why Wing of Tomorrow will increase production

In addition to validating improved aerodynamics and wing architectures, the Airbus-led Wing of Tomorrow effort aims to validate new composite manufacturing techniques that will enable production at the rates required to support a narrowbody program. .

Currently, the production techniques used on composite wide fenders are slow and require large and expensive autoclaves to harden the structures. That’s fine if you’re building, say, 12 planes a month, but the technology doesn’t scale to support the kind of rate you see on a narrowbody program.

GKN produces next generation composite spars and the fixed trailing edge for the wing of tomorrow.

Dunn compares the maturity of its new system for producing these parts with those at the same stage of the Airbus A350 program, for which GKN produces similar parts.

The A350 spar “was far from this level of maturity when first built. We’ve already gotten to the point where we’re producing quality spars on the third set of ships that are good enough to go into service. It’s the maturity of the technology that has been developed,” he says.

GKN is currently in the throughput demonstration phase, showing that a production cell can deliver capacity and cycle time that could then be increased.

Dunn says he’s aiming for “the ability to deliver at a rate of 100. So we wanted a system that could scale to that kind of rate.” Besides producing several test structures, GKN also makes extensive use of simulation to identify and develop solutions to potential pinch points.

In 2021, GKN delivered to Airbus the first 18 m (59 ft) long spar made for the Wing of Tomorrow initiative; two more such components will be shipped this year.

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