Despite the pathetic slapstick comedy of conducting official business in such ways, the message was an extremely serious one, being a CASA advice that the company’s two separate air operator certificates (AOC) were suspended with immediate effect.

“CASA believes allowing Skymaster Air Services and Avtex Air Services to continue to operate while CASA completes further safety investigations poses a serious and imminent risk to air safety,” the regulator’s media relations manager Peter Gibson told the media.

This statement, although it appeared to be potentially defamatory, was immediately circulated around the world, with AviationAdvertiser first becoming aware of it from a daily air safety bulletin originating in the USA. Although the CASA statement referred to accidents and incidents, these involved only one of the two companies, the other having voluntarily suspended its Metro operations last February until sweeping changes to every aspect of the operation were implemented under CASA guidance and oversight. The only clues to all this were CASA’s statement that the two companies shared a common owner, and the statement: “CASA’s decision to suspend Skymaster Air Services and Avtex Air Services is also based on issues relating to the safety culture of the operations, aircraft maintenance control and pilot training.”

To our knowledge CASA (despite being pressed) has never been able to define what the buzz-word “safety culture” actually means.

All this of course has a familiar ring. The nature of the “serious and imminent risk to air safety” was not identified, there was no attempt to describe the rationale for CASA’s “belief”, and in fact the statement itself was an admission that “further safety investigations” were necessary to support the decision. It seemed we’d returned to the old back-door means of avoiding due legal process, where you’re shut down while long drawn out “investigations” sap your business’s ability to survive.

Uninvestigated allegations have rarely bothered CASA in the past as many well-documented examples confirm. But what  happened to the automatic stay provisions that were put in place as a defence against exactly this kind of corporate conduct?

Well, way back in 2004 CASA’s (then) Director Bruce Byron took a course of action that ran contrary to industry protest and was far from characteristic of his push for regulatory reform.

CASA decided it needed power to ground an organisation, but the industry said it needed an automatic 90 day stay as a safety valve. CASA settled this on the basis of: “Okay, but if we find a serious and imminent risk to air safety, we still need to have the power to ground an operator.” Hence Sect 30DC of the Civil Aviation Act 1988 which provides for serious and imminent risk.

So now, all it takes is for CASA to serve a notice, and the company is immediately on the ground. If CASA then files an application in the Federal Court within five working days of serving the notice, the operator remains grounded until such time that the Federal Court can deal with CASA’s application.

Of course they must prove that there exist good and sufficient reasons for the application, and must support that claim with facts. At that point the victim may challenge whether CASA’s information supports its claims of a serious and imminent risk to air safety.

This places the onus of proof back on CASA, if the victim acts promptly enough to get to a  substantive hearing on whether or not the allegations represent a serious and imminent risk. But given CASA’s well-known tactic of long-drawn-out legal manoeuvring and procrastination, this is never going to be a speedy process and it’s up to the AOC holder to seek an urgent “special fixture” hearing, because the legislation as it stands only requires the regulator to file an application within the five days and then walk away.

In 2004 when this trap was being set, well-known Canberra specialist aviation barrister Chris McKeown saw what was happening. With Chris’s permission, and because an understanding of these issues could become important to any operator at short notice any time, we publish his somewhat prophetic warning below. Also see his website www.mckeown.com.au.

New 21 February 2004 CASA Suspension Provisions.

Christopher McKeown, LL.B., M.C.I.L.T

© C. P. McKeown - May 2004

Hawker Beechcraft sales and demo pilot Gian Grasso says the plans provide full-time availability of demonstrator jets and turboprops which will reside in various areas including the Asia Pacific region as required:

“We’re putting demonstrators into this region for six months at a time for each aircraft. There’s already a King Air 350i in the Asia Pacific region which will be heading up to Southeast Asia soon, there will be two Hawker jets also, and they’ll all be available for sales demonstration work around the Asia Pacific region. Essentially the jets will be based around Singapore and Hong Kong, although they won’t have a specific base per se. With a network of 100 authorised service centres around the world, we can keep them at the best location for their care and basing.

“Some regions will have a Hawker 750 and a 4000, and others will have a 900 and a 4000. I believe we’ll have a 900 and a 4000 here.”

Hawker Beechcraft’s new King Air demonstrator on tour

Tony Jones, Hawker Pacific’s Senior Vice President, Aircraft Sales & Flight Services Group, says his company is now managing a rash of King Air deliveries:

“The Royal Flying Doctor Service Southeastern Section, which has retained the contract with the NSW Health Department, will be operating three new King Air B200Cs and two new King Air 350Cs. This is the first time we’ve seen dedicated King Air 350s in the aeromedical role in Australia, so it’s a big step forward for them.

“The mixed fleet of 200 and 350 King Airs provides for shorter and longer assignments as well as variable capacity for individual tasks. Two stretchers can be carried in either model, but the larger 350 offers more attendant workspace as well as improved payload range for longer flights.”

The aircraft will be delivered in the first quarter of 2011 for aeromedical conversion, and new contract commences on January 1, 2012. The four B200s on the existing contract will be retired.

Also in country at the moment are four B200C aircraft for Pelair, which won the Victorian air ambulance contract for the Victorian Department of health. These are presently at Hawker Pacific in Cairns, and will enter service on July 1 2011.

Hawker Pacific has also recently delivered the last of a batch of five King Air 350s for the RAAF which brings the total Air Force B350 fleet to 16, says Mr Jones: “We have eight Collins Proline 2 aircraft that were delivered in 2003, and there are five 5-tube Proline II aircraft operating as navigational trainer aircraft at East Sale. Then we have eight Proline 21 aircraft operated by the Air Force in their Interim Light Transport role.”

Hawker Pacific is now supporting something like 150 King Airs in Australia and New Zealand, and the type is rapidly catching on in Southeast Asia, with five units sold to the Malaysian Police, who are training 60 pilots to crew them in a range of operational functions. Well over 6,000 King Airs have been manufactured since the first was sold about 45 years ago.

Watch for our King Air 350i pilot report.

Depending on what you’d call a different model, over thirty separate aircraft types have been based on the original Avid Flyer two-stroke powered ultralight aeroplane. They all look a little alike and all have folding wings, which can save you a lot of hangarage and also offers the option of taking your aeroplane home on a trailer. The 30-plus types include the popular homebuilt Kitfox, the Australian-made Skyfox which is now out of production, and also, as we discovered at Natfly in Temora, the Slovakia-built Eurofox LSA (light sport aircraft,) over 300  of which are now flying, including 12 in Australia.

So what’s so singular about this one?

Well, that question will get you a well-informed earful any time from Tony Brand at Horsham Aviation Services, who’s about to take me on a walk-around – and to explain why he chose Eurofox when he started looking for an aircraft to broaden his range of products and services. He knows his product and he’s now Eurofox’s Aussie distributor.

On the ramp, like many of its competitors, the Eurofox looks a bit like a modernised version of the 1950s high-wing “rag ‘n tube” monoplane, the most visible difference being distinctive looking full-span “flaperons.” These sit slightly below and behind the wings’ trailing edges and give you the feeling this is going to be a great little aircraft to control at low airspeeds. If you’re unfamiliar with the term, it basically means they’re full span flaps, which also work differentially as ailerons whether they’re extended or not. And because they’re full span they also don’t need high flap angles to do their job, so 15° is their maximum deflection.

And that’s where you start to notice the real differences, because there are five hinges on each flaperon, they’re all chrome-moly steel, as is the primary structure, and the flaperons are composite rather than fabric, which means moisture can’t get in and cause aileron imbalance or other unwanted problems.

“That’s why we picked this aircraft to sell, because it’s so beautifully built,” says Tony. “All the tubes in the open truss fuselage structure are actually sealed airtight and with lots of triangular bracing; there’s not one tube that has a hole drilled into it anywhere, and if they want to attach something they’ve welded on a tang and attached it to that. The steel tubes actually have corrosion inhibitors in them, where in a lot of aircraft of this general type you see open-ended tubes, or tubes with screw holes in them, and anyone who’s been in the industry for a few decades knows what it’s like with Piper Colts, Tripacers and Cubs. One screw hole with a screw in it is enough to let moisture in and in later years you need X-rays to check the integrity of the tube. So these aircraft should be around for a lot of years.”

The main gear comprises two separate and rugged-looking fibreglass undercarriage legs, attached by bolts in shear at the structural centre of the aircraft, just behind the doors, where the wing struts are also attached. The raked-back strut arrangement offers unobstructed entry through the doors, which open upwards. The doors can be opened in flight and “fly” up to a position just below the wing which is excellent for photography and supply dropping. Opening and closing the door is best done at around 60 knots. Alternatively either or both doors can be completely removed by pulling out a single bolt. Gas struts enable door-open taxying for a hot day.

The door arrangement, along with the transparent lower doors, gives great downwards vision on the ground, and unobstructed photography in the air with a door open.

The tail unit is fabric over a “lattice-work” tube frame. The tricycle nose gear is of steel construction with rubber cushions attached to the main structure just behind the firewall and engine mount frame.  It incorporates a pedal-steerable nosewheel.

Around the back, there’s a fibreglass tail protection skid which is so firmly attached to the aircraft structure that in the tail dragger version the tailwheel assembly is simply bolted onto the skid.

The Stits polyester fabric skin is finely finished in a two-pack polyester paint, which Tony figures will last something like 50 years if it’s hangared. Inside the wing are all-aluminium ribs and spars. There’s a composite leading edge for bird strikes.

Fuel is in two 40 litre welded aluminium wing tanks and a 6 litre central connecting tank, providing a total usable fuel capacity of 85 litres, with 1 litre unusable. Refuelling is conventional over-wing, there is only one fuel drain in the 6 litre centre tank, and the top cowl is secured by a dozen Dzus fasteners and is quick and easy to remove if you need to check it hasn’t become a protected bird habitat overnight.

The three-bladed FITI Disign ground adjustable propeller is set to achieve the best compromise between takeoff and cruising performance. Cruise speed figures in our table is based on 75% power, 5,200 rpm, which will achieve 110 KTS TAS. Cruising power can be varied between 4,500 and 5,500 RPM (maximum continuous power) depending on whether you’re in a hurry or are happy with a more economical cruise.  And as we’re about to find out the Eurofox has plenty of takeoff performance to spare.

Cabin ventilation comes from panel vents connected to low-drag NACA intakes on either side of the fuselage, and also by openable rotatable vent-scoops in either window. There’s a transparent cabin ceiling, tinted nicely to prevent glare and UV but still offering good upward vision in turns.

Attached to the fuselage structure the composite seat pan is in a fixed position but can be adjusted for pilot height be adding or subtracting seat and seat-back cushions that come with the aeroplane, and are held in place by Velcro. The seating pan is composite, and when it’s removed you have access to all the control systems including the rudder control cable runs. The rest – flaperons and elevators – are all operated by beautifully-engineered push/pull rods.

There are pictures of a two-tonne load sitting in the seat pan and the undercarriage splayed right out. While you probably wouldn’t want to try anything with a two tonne load, it all amounts to a very strong and survivable aircraft, especially because just behind the windscreen it has a V structure of two bars running from near the centre of the lower windscreen, diagonally up to the wing roots. So if you happen to find yourself approaching a power line in flight, it should be deflected above your head. We’ve heard of a Skyfox Gazelle (which has the same feature) encountering a power line, but the occupants walked away and the aircraft was flying a week later.

Unusually, there’s a 12v external power inlet for charging the battery and finding your way around the avionics. It’s optional and comes with a ground power plug if you order it, and it’s a good idea.

So let’s see how it flies and handles.

Getting in and out is painless because the struts are way back out of the way, and I find the easiest way is to sit on the seat from outside, then swing your legs up with the stick held back. The fuselage itself has been generously widened to 44.1” (1.12m) with a cabin height offering ample headroom, and blimey! This aircraft has an optional glass cockpit, which we’ll take a good look at when we’re cranked up.

Standard seating accommodates my height, and it’s all very comfortable when seated. There’s elevator trim and press-to-talk switches; the elevator trim being via a cable connected directly to the trim tab, and the flaperon lever is right next to the pitch trim, which turns out to be convenient because flap extension calls for a quick trim change even though control forces are light.

There’s a four point harness anchored to the frames at the rear and under the seat, and whole interior is an attractive velour.

By now the optional electronic flight instrument system (EFIS) has lit up and it’s delightfully simple and functional. If you’re not accustomed to the conventional flight instrument “six-pack” instrument display, you might now never need to be. Five of the six primary functions – airspeed, altitude, artificial horizon, slip/skid and horizontal situation – and clear and legible. Altitude and airspeed are displayed both on vertical tapes and in digital windows. There are two spare data spaces that can be set to display two selected indications of your choice from a small menu.  I’d be going for VSI (which is one of the usual six anyway) and the air data group – outside air temp, density altitude, and true airspeed. A voltmeter is also a good idea but I’m sure that could be wired in to a separate gauge if required.

Dynon offers a range of options including a 7” (17.7 cm) or 10” (25.4 cm) display at $2,700 and $3,600 respectively and there are tempting add-ons such as synthetic vision and engine management system options: “I’d suspect you could spend up to $5,000 to put everything in, but every customer’s different so we encourage people to make their choices very carefully,” says Tony.

There’s a Vernier throttle control, offering the option of turning the knob for fine tuning or depressing the button and pulling or pushing for coarser throttle movements. This is a common fit on GA aeroplanes, and on Rotax engines it helps with their tendency to need a lot of throttle retardation before much happens. Carb heat is to the left of the throttle and the brake lever is to the right. Mixture control is automatic on Rotaxes so you won’t have much luck trying to lean it out with the (red) brake handle.

The pre-start checklist is comprehensive but quick because everything’s so well labelled. There’s a main fuel cock which must be on all the time the engine’s running, and one for either tank so you can select the one with the most fuel at any time. They should be turned off if you’re parked on a transverse slope to prevent fuel cross-draining.

Using choke for the cold engine, it’s important to remember to un-choke after start or your engine won’t run comfortably if at all especially on takeoff. The aircraft starts rolling at idle on the smooth bitumen, nosewheel steering is responsive, and braking where needed is smooth and effective. The brakes are non-differential and controlled by a hand lever close to the throttle, making it easy to move your hand from throttle to brake after touchdown without searching for it. It also acts as a park brake if you pull it on then turn to lock it – turning the other way to release.

Lined up and almost ready to go we apply full flap which is unusual in any aircraft, but remember in this one it’s only 15°. The rudder becomes fully effective as soon as the power comes up. There’s about 10 knots on the nose with a slight right hand crosswind component. At around 40 KIAS the aircraft seems to sniff the breeze and start flying without much encouragement in an incredibly short distance, and accelerating while also climbing very positively. We hold the nose down to gain the recommended 65 KIAS initial climb speed. Flaps are retracted and we’re climbing at about 1000 fpm. If you need best climb angle to clear obstacles, 60 KIAS is recommended and you need to remember to get the flaps up before reaching max flap extended speed of 81 KIAS.

Settling into what’s more or less a cruise climb flapless at 79 KIAS we’re still climbing at about 900 fpm. I slip a headset off and find cabin noise would be moderate enough for voice communication. Pilot field of vision is good, and the instruments and controls are all logically-located. The aircraft is very stable but responsive with light control forces and good trim response, and will quickly settle to fly almost hands-off. Stable trimmed-out flight at various speeds down to 55 KIAS still feels comfortable and with excellent control responses.

Once trimmed the aircraft stabilises well in turns, and I try a 360 ‘rate 3’ (360°/min) turn using the flight instrument display to maintain a constant bank angle and turn rate. The glass-cockpit instruments are accurate and easy to use, they accurately depict the flight attitudes and control responses, and we’re rewarded by a small burble as we complete the turn and fly back into our own (mild) wake turbulence.

As I’d expected, stall behaviour is mild and forgiving at any speed and configuration, and recovery is instant when you relax back pressure on the stick. Like most aircraft in this category there is no stall warning system in the basic aircraft.  The optional Dynon EFIS has an Angle of Attack system, and generates an electronic noise in your headset. Even at full flap in a simulated glide approach with about a 20° sideslip, there’s a modest wing drop which is easily controlled with aileron as soon as the nose is lowered. I get the feeling that you could keep the wings level with aileron just about anywhere in the flight envelope, making this a very forgiving and foolproof aeroplane. Wings-level power off stall occurs at 36 KIAS, and even the pilot operating handbook (which reminds us that we shouldn’t be doing this in normal flight) simply recommends: “Lower the nose by pushing the control stick,” and “increase power.” The manual recommends a “minimum flight steady speed) of 43 KIAS, and 1.3 times stall speed is 46.8 kt.

The seating and cabin feel comfortable and un-cramped, and at a cruise speed based on 75% power (5,200 rpm,) the aircraft achieves 110 KTAS. (Maximum continuous is 5,500 rpm.)

The test aircraft could be described as “standard fit” and would retail about $92,000 + GST with VHF and moving map GPS. A Eurofox can also be fitted with an autopilot, but it’s best to order that with the aircraft because the factory can then weld in its servo mount brackets during construction. Autopilots have come a long way in terms of weight and performance since the 1970s and for touring, they’re a very desirable feature.

And the EFIS panel is much more than just an ornament. As most pilots increase their experience levels they consciously try to become proficient in handling their aircraft by reference to instruments – first because it’s a double check on what you’re doing, and second because you never know when it might get you out of a tight spot you shouldn’t have gotten into in the first place. This simple-looking instrument responds instantly to attitude changes, and is in fact a better depiction than you’ll ever get from the conventional six-pack panel. As long as you keep a lookout it will also get you inured to instrument flight so it won’t be a challenge if you ever decide you want to gain a rating later.

Back at Horsham we fly three approaches and landings, the third from a 500’ circuit and using 1.3 Vs (47 kt) as the reference speed, produced two very satisfying touchdowns on the centreline and no apparent white knuckles for Tony Brand.

Eurofox is a beautifully-built, nimble, friendly and satisfying aircraft to fly. I reckon I could teach my wife to fly in one if only she’d keep her eyes open!

Take a look at www.horshamaviation.com.au

Australia got off to a good start in the competition, with the success of the inaugural contest launched in October 2008. Some 2,350 students from over 80 countries took part with the multinational team COz from the University of Queensland judged eventual winners at Le Bourget 2009. Their project focused on the use of a pioneering natural fibre composite – made from castor plants – in aircraft cabins.

The competition challenges students worldwide to develop new ideas for a greener aviation industry. The biennial contest involves three progressively challenging rounds judged by a panel of Airbus and industry experts. It concludes with a final at next summer’s International Paris Airshow – Le Bourget, France. The winners will share the top prize of € 30,000; the runners-up €15,000.

Announcing the launch of FYI 2011, Charles Champion, Airbus Executive Vice President Engineering and FYI patron, said: “Fly Your Ideas is a unique opportunity for students to be part of Airbus’ vision for an eco-efficient aviation industry of the future. The competition is designed to stimulate ideas for both a more connected and sustainable world. It also enables Airbus to engage with students and research teams to identify R&T opportunities to balance the increased demand for air travel with a better environment.”

Benjamin Lindenberger (27), who was part of the FYI 2009 winning Australian team “COz”, added: “Winning the FYI challenge 2009 was a great experience. But the opportunity to work with Airbus experts, gain industry insight and develop transferable skills was just as valuable.”

Students of any age, nationality, gender or discipline – from engineering to marketing; business to science; philosophy to design – are invited to take part. Proposals are welcome on all aspects of the ‘Environmental Life Cycle’ – an innovative approach Airbus uses to improve the environmental performance of an aircraft and its production process. It consists of five stages: design; supply chain; manufacturing; aircraft operations and aircraft end-of-life.

To enter FYI 2011 students must register as a team of three to five members on the competition website by 30 November 2010. For further information and to register visit: www.airbus-fyi.com

Project proposals must be submitted by 10 December 2010. Those shortlisted for Round 2 will develop their ideas into more detailed submissions with support from Airbus staff. Five finalist teams will win a VIP trip to Paris in June 2011 and make presentations to an independent jury – including industry experts – who will announce their decision at the FYI 2011 awards ceremony.

One of the world’s highest-achieving aeronautical engineers, former Boeing design engineer Joe Sutter, has been honored by the readers of the world’s top aviation magazine in a presentation at Farnborough International Airshow this week.

Acknowledged as the ‘Father of Boeing 747′ Mr Sutter was credited with leading the development of the iconic 747 jetliner from the point when Boeing decided in 1965 to develop the big widebody that launched a new era in international aviation.

Although he’s now retired, Mr Sutter is still contributing his engineering expertise to Boeing. He still lives in Seattle, has an office at Boeing where he works a few days a week, and serves on its Senior Advisory Group, a panel of former company executives that provides insight and guidance to current Boeing Commercial Airplanes leaders on product strategy and development.

“Joe Sutter helped shrink our planet for tens of millions of ordinary travelers,” said Murdo Morrison, editor of Flight International, presenting the inaugural Flightglobal Lifetime Achievement Award which Flight International magazine announced at Farnborough International Airshow this week .

“More than 40 years on, the Boeing 747 remains a unique and radical design – unmistakable and beautiful, but most importantly, a highly efficient people and cargo mover,” said Mr Morrison.

Sutter joined Boeing in 1946 as an aerodynamics specialist and worked on Boeing’s early 377, Dash-80, 707, 727 and 737 projects. While on holidays in August 1965, he took a call from Boeing’s chief engineer for commercial airplanes, who wanted him to head the company’s studies for a bigger aeroplane.

He took on the role of chief project engineer of the new 747 program, which pioneered the twin-aisle widebody concept. He subsequently contributed to other Boeing jetliner developments as well.

“The best airplane is merely the expression of human thinking and dreaming,” said Sutter. “People are always the story, and I’ve been truly fortunate to know and work with countless individuals whose creativity, energy and vision have helped create the ultra-reliable commercial airplanes and systems the world relies on today.”

Boeing Commercial Airplanes President and CEO Jim Albaugh said: “Joe Sutter was and remains a significant figure in the history of our industry. He played a vital role in configuring several of our key programs, in addition to his leadership of the 747 program. Everyone at Boeing Commercial Airplanes and in commercial aviation owes him a great debt.”

Since the revolutionary 747 entered service in 1970, more than 1,400 of the big jetliners have been delivered. Many of them still crisscross oceans, transporting millions every year. The 747-8, the latest version of the jumbo jet, is now in flight testing.

The Flightglobal Achievement Awards honor the most-admired individuals in aviation and aerospace. Readers of flightglobal.com nominate and vote for winners every year.

Regional Express Holdings, the publicly listed Australian regional airline 65% owned by Singapore investor Lim Kim Hai, today announced that its wholly-owned subsidiary, the Wagga-based Australian Airline Pilot Academy (AAPA), will provide pilot training services in cooperation with Boeing-owned Jeppesen in Australia.

AAPA will train future airline pilots for Jeppesen’s client companies all over the world to the standard required for Australian and international commercial pilot licences. Commencing this month the agreement with Jeppesen will run for three years, with Jeppesen sourcing student pilots for AAPA from its existing client airlines, particularly in the China, India and the Middle East. The recruits will train initially at AAPA’s new centre which transferred from Mangalore, Victoria to Wagga last year.

Advanced students will then undergo advanced airline training provided by the former Alteon, which was renamed Boeing Training and Flight Services last year, and operates Boeing simulators at training centres in Brisbane (a joint venture with Virgin Blue), a B777 simulator in Sydney it operates on behalf of V Australia and, and another centre in Melbourne. BTFS has pioneered the concept of training pilots from ab initio straight through to airline-readiness using the multi-crew pilot licence (MPL) concept, which foreign airlines in the region believe is the way of the future.

Like other Australian regional operators, Regional Express suffered sudden and disruptive pilot shortages two years ago as its freshly qualified trainees began leaving to fly bigger jets for foreign flag carriers. (The company has since developed its own training school and pilot retention scheme to retain cadets for at least three years.)

Airline pilot training in Australia then experienced a resurgence following disappointments in the USA over schools failing commercially, and security-based problems with visas, so the new $12m facility at Wagga identified a new market which has continued to grow.

Commenting on the agreement AAPA Chairman, Jim Davis said, “We are absolutely thrilled that a company with the global reputation and prestige of Jeppesen has chosen AAPA as its Australian partner for ab initio pilot training. It is a testament to the quality and standard of pilot training at AAPA to have received such an honour”.

Richard Low, general manager of Jeppesen Australia said student pilots would be drawn from fast-growing aviation markets in China, India and the Middle East. “We envisage more than 80 students a year coming to Wagga Wagga to learn to fly,” Low said. “AAPA has a fantastic facility for students to complete their Commercial Pilots Licence and instrument ratings in order to transition to airline jets.”

Airbus Industrie turned lots of heads at Farnborough’s International Airshow yesterday when it unveiled its “engineers’ dream” concept of what air transport might look like in 2050 – or even 2030 if advances in existing technologies continue apace.

Airbus drew on its in-house experts for ideas, including specialists in aircraft materials, aerodynamics, structures, cabins and engines. Ultra long and slim (high aspect ratio, low drag) wings promised higher altitude flight, semi-embedded engines would offer lower drag and possible noise reductions, and a U-shaped tail and light-weight ‘intelligent’ body shape would further improve environmental performance or ‘eco-efficiency’. The target result is more of what manufacturers have been striving for almost since the Wright Brothers: lower fuel burn, a significant cut in emissions, less noise, and even greater passenger comfort.

Charles Champion, Executive Vice President Engineering at Airbus, says: “The Airbus Concept Plane represents an engineer’s dream about what an aircraft could look like in the long term future.  It’s not a real aircraft and all the technologies it features, though feasible, are not likely to come together in the same manner.  Here we are stretching our imagination and thinking beyond our usual boundaries.  With the Airbus Concept Plane we want to stimulate young people from all over the world to engage with us so that we can continue to share the benefits of air transport while also looking after the environment.”

A recent poll suggests that the passengers of 2050 will be more environmentally aware while also recognising the many benefits of air travel.  For the British public aged under 35, ‘environmental issues’ are second only to ‘cost’ as a barrier to flying; those aged 55+ rank ease of getting to the airport, flight duration and comfort as being more important.  Yet the majority of under-35s also look forward to flying more in the future.  Over 40 percent think that for every two flights we make today, we will take at least three by 2050.  One in ten of us expects to fly at least twice as much.

Behind the numbers is a belief that we will live in an increasingly multicultural world where friends and family will be based further from home, according to 68 percent; 64 percent cite a growing desire to travel further and see more of our planet; and 54 percent the need for greater flexibility between life at home and place of work.  At the same time, independent forecasts predict the global population will almost double – topping nine billion.

Robin Mannings, a leading independent Futurologist, looks ahead: “Most of us want reduced traffic congestion – both on the ground and in the sky – together with improved comfort for a better travelling experience; the poll confirms that.  By 2050, we’ll also expect seamless access to a plethora of technology and applications.  And ‘flexibility’ will become the new mantra for air travel, with us as passengers choosing levels of speed or luxury in cruise ships of the sky.”

Further future-gazing by Airbus shows blueprints for radical aircraft interiors.  In ‘The Future by Airbus’ the company talks of morphing seats made from ecological, self-cleaning materials, which change shape for a snug fit; walls that become see-through at the touch of a button, affording 360 degree views of the world below; and holographic projections of virtual decors, allowing travelers to transform their private cabin into an office, bedroom or Zen garden!

‘Green’ energy sources like fuel cells, solar panels or even our own body heat might provide energy for powering some systems on tomorrow’s aircraft.  As aeronautics engineers continue to use nature as a source of inspiration, some of these aircraft may even fly in formation like birds to reduce drag, fuel burn and therefore emissions.

Beyond nature, Airbus is looking to the passengers of 2050 themselves for inspiration as the company enters its next 40 years of innovation.  Friday is Futures Day at the airshow, with a programme of activities to engage young people.  Airbus is running focus groups to ask the next generation what they want from air travel.  The same day, registration opens for Airbus’ ‘Fly Your Ideas’ – a global competition challenging University students to develop new ideas for a greener aviation industry.  The winners will share the top prize of € 30,000; the runners-up €15,000.

We previewed it in April last year but Airborne Technologies and Tecnam waited until today to announce it at Farnborough.

With a fanfare at the world’s favourite airshow, Austria based Airborne Technologies, active in the field of airborne surveillance, presented a smart & efficient twin engine Tecnam P2006T specially modified for observation, law enforcement, mapping and sensing missions.

“This IFR multi-fuel aircraft brings a totally new perspective to the airborne surveillance and remote sensing market,” says Airborne Technologies. “It inspires with its unbeatable low operating costs, simplicity of systems and world-wide maintainability while offering superior sensor payload and endurance.”

The company evaluated several different general aviation platforms as a basis for its special mission aircraft, but the P2006T was found very impressive from the first glance, in particular for its non-dependency on sometimes hard-to-find Avgas fuel, an endurance of more than 8 hours, and generous cabin space resulting in sensor and mission equipment flexibility.

To transform the P2006T for special mission roles, the team of Airborne Technologies had to add a number of modifications such as additional electrical power (a separate 28V/70 Amp electrical mission supply), a retractable sensor system and an integrated pilot flight guidance system/sensor operator workstation.

All modifications and sensor integration (up to 170 kilo) were developed and certified under supplemental type certificates (STC) by Airborne Technologies and the type is branded TECNAM MMA (TECNAM Multi Mission Aircraft.) TECNAM’s well established dealer network for worldwide distribution and service was another important factor of the cooperation agreement between the two companies.

Although until now observation and mapping missions have been reserved to bigger FAR part 23 and part 25 aircraft, the trend towards miniaturised electronic sensor equipment and the development of new sensor technologies – for example hyper/multispectral sensing – enabled this major step torward cost effective multi mission aircraft.

Performance figures haven’t yet been confirmed but when we last heard (from Wagga Air Centre’s Chris Cabot who went to Italy to fly one) says he simply didn’t believe the quoted numbers until he did:

“Being an old twin driver (of Cessna 310s, Piper Navajos and the like) I simply didn’t believe the quoted performance figures. I was the most skeptical person and I reckoned there was no way known that aeroplane was going to fly on one engine, let alone climb on one.”

“But I was wrong. Our takeoff weight was 80 kg over MTOW with the test pilot aboard. We went to normal cruise height and flew it around on two engines at 140 KIAS. We then shut down one engine and that didn’t seem to matter; the aircraft performed just as well either way, airspeed drops back to about 110 kt, it flies quite comfortably turning into or away from the dead engine with no dramas.

“So I said ‘Will I climb on one engine? Let’s find out.’

“VMCa is 73 knots indicated, and best climb rate speed is 80 kt. At 80 kg over max takeoff weight we were climbing at 520 feet per minute on a 28 degree day at sea level. Leg room in the back was great and with the pilot in the front seat I could just reach out and get my toes under the seat in front, so there’s heaps of leg room in here and a lot of luggage space. One of the design features they’ve put into it for certification is an emergency hatch in the roof so if you ever land in the water you can get out through the roof leaving the doors sealed so it’ll keep floating.”

Power comes from two 100 hp Rotax engines with hydraulic constant speed units and full feathering capability. The aircraft has a trailing link undercarriage so it’s very hard to do a disappointing landing, said Chris: “We operated out of a 400m strip and takeoffs and landings there presented no worries at all, I reckon it’ll really suit the Cessna 182 pilot who wants that IFR twin capability. It outperformed all my expectations.”

Jetstar’s international operations will be the first Qantas Group unit to fly its Boeing 787 Dreamliners – a B787-8 series aircraft – in mid-2012.

The planned deliveries have been brought forward by an agreement reached with Boeing to accelerate the delivery of eight of the group’s 50 B787-8s by about two years.

Qantas Chief Executive Officer Alan Joyce said the Group had firm orders for 50 B787s in  place, and remained the second largest airline customer for the Dreamliner.

“Today’s announcement confirms that the B787, with its new technologies and improved fuel efficiency, is still very much the right aircraft for both Qantas and Jetstar,” Mr Joyce said. “It will be ideal for point-to-point flying on medium density routes, both short and long haul, and will allow Jetstar to move into southern Europe as well as build on its Asian network.

“It will also be suitable for Qantas services into Asia, and even for high traffic routes on Qantas’ domestic network.

“This is further confirmation that Qantas remains committed to growing both our airline brands by renewing our fleet and improving flexibility of our domestic and international operations. “We will also continue to have the capability to maintain and grow our share of the Australian market.

“The phased delivery of 50 B787s will deliver lower operating and maintenance costs, greater fuel efficiency and improved environmental performance to both airlines.

“The 787s will also deliver benefits for passengers, with larger windows, higher humidity and a lower cabin altitude pressure improving the flying experience.”

The change to the Group’s B787 order will see:

• Qantas Group firm orders remain at 50 aircraft, comprising 15 B787-8s and 35 B787-9s;
• the first eight aircraft – all B787-8s – delivered from mid-2012;
• the remaining seven B787-8s, along with 35 B787-9s, to follow from 2014, allowing for the retirement of Qantas’ remaining B767-300ER fleet and providing for international growth for Jetstar or Qantas; and
• Qantas retain the option to purchase up to 50 additional aircraft.

The Group’s first 15 B787s will be delivered to Jetstar for international growth which will also enable the transfer of A330-200s from Jetstar to Qantas and the retirement of Qantas B767-300ERs.

Jetstar will configure the B787-8 fleet for its low fare international operations to accommodate 313 passengers in two classes that includes its international business class, StarClass. *

It probably wouldn’t be among the finalists in any aviation Concourse d’elegance, but after all every aircraft design is something of a compromise.

Boeing’s Phantom Eye, unveiled only yesterday, is expected to deliver about a 150 knot true airspeed, and carry a 450 kg payload – the equivalent of four occupants and their golf clubs – well above the weather at 65.000 feet.

And how about a four day fuel endurance that’ll take it from Auckland to London with a respectable fuel reserve in case that familiar fog’s still around when you get there?

Boeing hasn’t yet disclosed (or decided?) where it plans to hang the engines.

But wait, there’s more! Its environmental credentials must be about as flawless as it gets. First there’s no sonic boom, no nitrous oxide, and no carbon emissions. All that comes out the exhaust of its modest twin 2.3 litre four-cylinder, 150 hp engines is water because it runs on hydrogen.

So what’s the downside? Well, hangarage might be costly because of its 150 ft (46m) wingspan. And before you reach for the cheque book, be aware the selling price and delivery date hasn’t yet been disclosed because you know how it is, the development costs have to be spread over the expected production run and that may make it a bit off-putting for your average weekend warrior. Also there’s no provision for a pilot, let alone the passengers and golf clubs – at least not yet.

“Phantom Eye is the first of its kind and could open up a whole new market in collecting data and communications,” Darryl Davis, president of Boeing Phantom Works, said at the unveiling ceremony in St. Louis. “It is a perfect example of turning an idea into a reality. It defines our rapid prototyping efforts and will demonstrate the art-of-the-possible when it comes to persistent intelligence, surveillance and reconnaissance. The capabilities inherent in Phantom Eye’s design will offer game-changing opportunities for our military, civil and commercial customers.”

Later this (northern) summer, Phantom Eye will be shipped to NASA’s Dryden Flight Research Center at Edwards Air Force Base, Calif., to begin a series of ground and taxi tests in preparation for its first flight in early 2011. That debut flight is expected to last between four and eight hours.

“The program is moving quickly, and it’s exciting to be part of such a unique aircraft,” said Drew Mallow, Phantom Eye program manager for Boeing. “The hydrogen propulsion system will be the key to Phantom Eye’s success. It is very efficient and offers great fuel economy, and its only byproduct is water, so it’s also a ‘green’ aircraft.”

Key Phantom Eye suppliers and partners include Ford Motor Company (engines); Aurora Flight Sciences (wing); Mahle Powertrain (propulsion controls); Ball Aerospace (fuel tanks); Turbosolutions Engineering (turbochargers); the Defense Advanced Research Projects Agency; and the National Aeronautics & Space Administration.