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Cessna Ceases Production Of CJ2+ Jet

Cessna Aircraft’s Citation CJ2+ is no longer in production, leaving other variations in the Citation series to fill the demand for business jets. The CJ2+, which had about 10 years in production, is an updated version of the 7-seat Citation CJ2, which initially went into service in 2000. Cessna has not delivered a CJ2+ since the second quarter of 2014, according to a report in the Wichita Business Journal.

The 7-seat Citation M2 and larger CJ3+ are among similar models currently marketed by Cessna in its business jet segment, while references to the CJ2 have been removed from the company’s Web site. However, a CJ2+ could still be built to fit a customer order, the Journal reported. Cessna has in recent years scaled back production of its light jets. In 2013, the company said it would cut back production on its Mustang, CJ2, CJ3 and CJ4 jets due to weak sales.

By Elaine Kauh | January 7, 2016

2017-06-13T02:14:41-06:00 January 12th, 2016|Aviation Leaders, Aviation News, Blog, Business Aircraft Industry News|

Embraer Begins Deliveries of Legacy 450

Embraer Legacy 450

Embraer S.A.

 Legacy 450

Shortly after its U.S. certification back in September, the Embraer Legacy 450 is already in the hands of its first owner. Embraer’s newest business jet enters service with the delivery to LMG, a Orlando, Florida-based event technology specialist.

“We are excited to be the very first customer to take delivery of a Legacy 450, an incredible business jet that fulfills all of our needs,” said Les Goldberg, LMG’s CEO.

In addition to LMG, Smart Air SA, based in Luxembourg, has become the first company in Europe to take delivery of a Legacy 450. The first EASA-registered jet will be apart of a charter out of Brussels and operated by ASL.

The Legacy 450 is a clean-sheet, mid-light business jet that features full fly-by-wire technology and side-stick flight controls.

By Shayla Silva

2017-06-13T02:14:42-06:00 January 12th, 2016|Aviation Leaders, Aviation News, Blog, Business Aircraft Industry News|

Gulfstream G650 Fleet Nears 150











Three Years On, Gulfstream G650 Fleet Nears 150 | Business Aviation News: Aviation International News 

Since entering service three years ago this month, Gulfstream Aerospace’s flagship G650 fleet is nearing the 150 aircraft milestone. Some 145 of the ultra-long-range business jets—105 G650s and 40 G650ERs—are currently flying, according to the Savannah, Ga.-based aircraft manufacturer.

To date, the G650 fleet has logged more than 78,000 hours and 29,000 cycles, a company spokeswoman told AIN. Overall, the twinjet’s NBAA dispatch reliability rate is 99.7 percent, she added.

The G650 and G650ER are the longest-legged business jets currently on the market at 7,000 nm and 7,500 nm, respectively, and they are likely to remain unchallenged until Bombardier fields its 7,400-nm Global 7000 and 7,900-nm Global 8000 later this decade. “It’s amazing that the G650 has had the market to itself for this long,” JetNet iQ managing director Rolland Vincent told AIN. “And with the recently announced delays in the Global programs, it will do so for at least another three years.”

The G650 received the 2014 Robert J. Collier Trophy and has accumulated nearly 60 speed records. The latter includes a G650 that set a westbound around-the-world speed record of 41 hours and 7 minutes, during which the airplane traveled 8,010 miles nonstop and circumnavigated the globe in one stop.


2017-06-13T02:14:44-06:00 December 2nd, 2015|Aviation Leaders, Aviation News, Business Aircraft Industry News|

One Year Later, Gulfstream G500 Program is Flying High

jet 1

Gulfstream Aerospace’s flight-test campaign for its G500 program has surpassed more than 100 hours over more than 45 missions. The milestone comes exactly one year since the large-cabin twinjet, as well as its larger and longer-range G600 sibling, were launched at the company’s headquarters in Savannah, Ga.

In the five months since its maiden flight, the first flight-test G500 (T1) has reached an altitude of 38,500 feet and a maximum airspeed of Mach 0.80. Its longest flight to date is five hours and 22 minutes, Gulfstream said.

Gulfstream has completed initial testing of the aircraft’s handling qualities, as well as testing of the high-speed and attitude recovery stall system. T1 is currently involved in flutter and envelope expansion testing. Meanwhile, the company is preparing T2 and T3 for flight, with the start of ground and loads testing on T2 and avionics testing on T3. A fourth flight-test G500, T4, will come online next year and focus on human factors and supporting systems. This airplane will also be used for functionality and reliability testing.

The aircraft manufacturer expects to receive FAA certification of the G500 in 2017, with entry into service in 2018; the G600 is planned to follow by one year.

Read Expanded Version

by AINalerts

FAA Administrator Michael Huerta to Speak at NBAA2015

FAA Administrator Section 333

Washington, DC, Oct. 13, 2015 ­– The National Business Aviation Association (NBAA) today announced that Federal Aviation Administration (FAA) Administrator Michael Huerta will serve as a featured speaker at NBAA’s Business Aviation Convention & Exhibition (NBAA2015), which runs from Nov. 17 to 19 in Las Vegas, NV.

“NBAA is honored to have Administrator Huerta as a speaker at our convention,” said NBAA President and CEO Ed Bolen. “As Washington policymakers are debating important issues related to the FAA – from the implementation of NextGen to the future structure of the agency itself – Administrator Huerta’s insights will certainly be of interest to our attendees.”

Huerta was confirmed as FAA administrator in January 2013 and is responsible for the largest aviation system in the world. He oversees the agency’s 47,000 employees and its NextGen air traffic control modernization program, which will transform air traffic control (ATC) from a ground-based system to one based on satellite navigation.

Before assuming the post of administrator, Huerta served as FAA deputy administrator. Prior to joining the agency, Huerta was president of transportation solutions for Affiliated Computer Services. In both the private and public sectors, he has managed complex transportation challenges, including during his tenure as managing director of the 2002 Winter Olympic Games in Salt Lake City. Previously, he served as the executive director of the Port of San Francisco from 1989 to 1993, and as commissioner of New York City’s Department of Ports, International Trade and Commerce from 1986 to 1989.

In 2014, Huerta was a keynote speaker at the Asian Business Aviation Conference & Exhibition (ABACE) in Shanghai, China, which is co-hosted by NBAA.

At this year’s convention, Huerta will be among several top leaders from government and industry speaking during the Opening General Session on Tuesday, Nov. 17.

As the most important business aviation event of the year, NBAA2015 offers attendees an unparalleled opportunity to learn about the latest issues affecting the industry. And as the largest gathering of the industry in the world, NBAA2015 is the best place to review the latest business aviation products, technology and services, while participating in dozens of education sessions and making side-by-side comparisons of the most innovative aircraft on static display.

NBAA2015 will be held at the Las Vegas Convention Center, with two aircraft displays – an indoor one, on the exhibit floor of the convention center, and an outdoor display at Henderson Executive Airport (HND).

Contact: Dan Hubbard, (202) 783-9360, dhubbard@nbaa.org

2017-06-13T02:14:51-06:00 October 14th, 2015|Aviation Leaders, Aviation News, Carriere & Little News, drones, FAA, UAS|

NFL Gets FAA Exemption to Fly Over Empty Stadiums

Sep 28, 2015 07:45 am | The Editor



NFL Gets FAA Exemption to Fly Over Empty Stadiums – UAS VISION

The National Football League can use drones to shoot films, documentaries and television segments, becoming the first major sports league to receive such permission from the Federal Aviation Administration.

The exemption, which precludes filming games, comes three months after the FAA said it was probing NFL teams, including the Dallas Cowboys and New York Giants, for their use of drones. It’s illegal to fly unmanned aircraft for any commercial purpose without first receiving a federal green light.

n a Sept. 17 letter, the FAA granted the league’s NFL Films permission to use drones but with several conditions and limitations. Among them: Drones must weigh less than 55 pounds (25 kilograms) including payload, fly no more than 400 feet (122 meters) above the ground and travel no faster than 100 miles per hour (87 knots).

NFL Films revolutionized the way football games are chronicled, taking viewers inside the game and emphasizing the sport’s power and beauty, often in slow motion. The division produces TV programs, films and documentaries, not live broadcasts. NFL and college football coaches have praised drone footage for giving them a vantage point of the on-field action that previously didn’t exist. Fox used drones in its coverage of this year’s U.S. Open golf tournament at Chambers Bay Golf Course outside Seattle.

The FAA exemption allows NFL Films to operate drones only over empty stadiums, precluding their use on game days when the stands are packed with fans, said Kurt Wimmer, NFL Films’ outside counsel.

Drones won’t be used to film practice, NFL spokesman Brian McCarthy said.

“NFL Films has a long history of embracing and employing the latest technology,” McCarthy said in an e-mail.

2017-06-13T02:14:53-06:00 September 28th, 2015|Aviation Leaders, Aviation News, drones, FAA, FAA Authorization, General Aviation, UAS|

NBAA Welcomes Legislation Resolving Federal Excise Tax Issues for Management Companies

Washington, DC, Sept. 25, 2015 ­– The National Business Aviation Association (NBAA) today welcomed the introduction of congressional legislation that makes clear management services provided to assist an aircraft owner in the operation of its aircraft are not subject to the ticket tax imposed on commercial air transportation.

Introduced by Rep. Pat Tiberi (R-12-OH) on Sept. 24, House Bill 3608 would exempt from the ticket tax component of federal excise tax, any amounts paid by the aircraft owner for maintenance and support of their aircraft by a management services company, such as for crew scheduling and dispatch, flight planning services, insurance, and aircraft maintenance. The exemption is limited to non-commercial flights by the aircraft owner on its aircraft or an aircraft obtained through a qualifying lease.

“NBAA has worked steadfastly to gain clarity on this matter, and we are grateful to Rep. Tiberi for introducing this critical legislation to relieve aircraft management services companies from the threat of significant retroactive tax assessments that could cripple their businesses,” said NBAA President and CEO Ed Bolen.

Existing tax law states that non-commercial flights are generally subject to the 21.9 cents per gallon tax on jet fuel, and not the 7.5 percent commercial ticket tax. However, guidance issued to IRS auditors in 2008 sought to impose the commercial ticket tax on flights where an aircraft owner obtained support services from a management company, treating them as if they were conducting airline or air charter operations.

A March 2012 Chief Counsel Advice memo to IRS field agents also took the position that the commercial ticket tax applies to management fees and other amounts paid by an aircraft owner to an aircraft management services company.

This policy, and resulting IRS audit position, led to significant retroactive tax assessments for management companies that put many at risk of having to close their doors. In addition, the IRS never provided management companies with clear and precise guidance as to how the federal excise tax should be applied, but rather, companies had to sift through often conflicting IRS legal interpretations.

“Many management companies are small- to medium-sized businesses and unable to bear the significant financial burden after being found liable for past taxes they may no longer even be able to collect from clients, in addition to the costs of appealing an IRS audit.” said NBAA Senior Manager of Tax & Finance Policy Scott O’Brien.

Following a coordinated advocacy effort from industry stakeholders, including work by the NBAA Tax Committee and Member Companies, in May 2013 the IRS suspended federal excise tax (FET) assessments on audits involving management services companies and aircraft owner flights, however the underlying policy issues have remained unresolved.

View the legislation.

Contact: Dan Hubbard, (202) 783-9360, dhubbard@nbaa.org

Embraer Legacy To Land at Flexjet This Month


Embraer Legacy 500




 September 22, 2015
Fractional provider Flexjet expects to take delivery of its first Embraer Legacy 500 by the end of this month, company CEO Michael Silvestro told AIN. In May, Flexjet placed an order for an unspecified number of fly-by-wire Legacy 450 and 500 midsize jets to augment the company’s order for 60 Bombardier Learjet 85s, a program now in limbo after Bombardier “paused” it in January.

Silvestro declined to reveal how many fly-by-wire Legacy 450s and 500s Flexjet has on order, though he did say the fractional provider will take delivery of five Legacy 500s by year-end. Deliveries of the Legacy 450, which recently earned its Brazil, FAA and EASA certifications, will begin in June next year for Flexjet. All will be LXi models, meaning they will have specially outfitted “bespoke” interiors exclusive to Flexjet, as well as onboard Wi-Fi capability.

“We’re excited about

[the Legacy 500],” Silvestro said. “It really rounds out our fleet, and I can’t wait to get it in the program.” Flexjet crews have already completed Legacy 450/500 training and customer flights in the first Legacy 500 will start later next month, following conformity testing, he said. Flexjet is currently evaluating if the Legacy 450/500s will be added to its recently announced Red Label program.

by AINalerts


2017-06-13T02:14:54-06:00 September 24th, 2015|Aviation Leaders, Aviation News, Blog, Business Aircraft Industry News, Carriere & Little News|

A330-200 with Increased Range Gets EASA Certification

The Airbus A330-200 242t’s maximum takeoff exceeds that of the original model by some four metric tons. (Image: Airbus)

The 242-metric-ton maximum takeoff weight version of the Airbus A330-200 has won EASA certification, some five months after the larger A330-300 earned certification from European authorities, Airbus announced on Tuesday. The company said approval from the U.S. authorities would follow.

Launched in 2012, the increased-takeoff-weight A330-200 and A330-300 incorporate a new aerodynamic package, engine improvements and, in the -300 version, an optional center fuel tank.

The range of the smaller of the two airplanes, designated by Airbus as the A330-200 242t, increases by up to 350 nautical miles compared with today’s standard 238-metric ton model, extending range to 7,250 nautical miles and allowing operators to fly up to 15 hours nonstop. The improvements also fuel consumption by up two percent, said Airbus.

The company bills the new, heavier-takeoff-weight A330 as the basis for the A330neo, launched at last year’s Farnborough Air Show and scheduled for first delivery to Delta Air Lines in the fourth quarter of 2017. In May Delta also took the first 242-metric-ton A330-300, making it the first of 11 customers to receive the option.

Airbus would not identify the first operator of the A330-200 242t, citing its policy to allow the customer to decide when to make the announcement.

Separately, on September 7 Airbus announced it had cut the first metal for the A330neo at its plants in Toulouse and Nantes, France. Machining of the first engine pylon started during the summer at Airbus’s facility in Saint-Eloi (Toulouse), while the company’s factory in Nantes began production of the first A330neo center wing box.

By Gregory Polek, as reported on ainonline.com

2017-06-13T02:14:54-06:00 September 8th, 2015|aviation innovation, Aviation Leaders, Aviation News, Design|

Mitsubishi MRJ Set for Late October First Flight

The first MRJ flight test article performs low-speed taxi tests in Nagoya, Japan. (Photo: Mitsubishi Aircraft)

Mitsubishi Aircraft has narrowed its first flight target for the MRJ regional jet to “the latter half of October” as the company aims to complete aircraft-level ground and engineering tests by late this month. During a briefing on Wednesday in Nagoya, Japan, the company’s chief engineer, Nobuo Kishi, told reporters that static strength testing, including trials involving main wing-up bending and fuselage pressurization, has confirmed the MRJ’s structural readiness for first flight.

Plans call for a one-hour maiden test mission dedicated to confirming basic flight characteristics involving descent and left and right circling. Engineers have decided to keep certain moveable parts such as the landing gear and flaps in the fixed position and not engage the thrust reverser system during the first flight. After the flight, said Kishi, the company plans to conduct “test feedback modification” to expand the flight envelope.

Still citing a second-quarter target date for first delivery to All Nippon Airways (ANA), Mitsubishi in July and August conducted test feedback modification and technical data checks on the first two of a planned fleet of five flight-test vehicles. Plans call for the first flying prototype to perform envelope expansion and systems tests; the second to carry out performance and function tests; the third to evaluate detailed flight characteristics and avionics tests; the fourth to perform interior, community noise and icing tests; and the fifth to assess autopilot function.

The company plans to carry out much of its flight-testing at Grant County Airport in Moses Lake, Washington, in the U.S., to take advantage of its long runways and lack of regular scheduled airline service. Other testing sites in the U.S. include Gunnison-Crested Butte Regional Airport in Colorado, where the company plans to conduct high-altitude takeoff and landing tests. Meanwhile, it has chosen Roswell International Air Center in New Mexico for special runway tests and McKinley Climatic Laboratory in Florida for extreme environment testing.

It also plans to employ 150 engineers at a new engineering center in Seattle to support all the testing activity in the U.S.

By Gregory Polek, as reported on ainonline.com

Airline Pilots Union: Drones Could be Link in Accident Chain

Aviation accidents often result from a chain of missteps, and the presence of unauthorized small drones in controlled airspace is one potential link that cannot be discounted, said the president of the Air Line Pilots Association (ALPA). With incidents of rogue drone encounters on the rise, the pilots’ union is backing legislation that would give the Federal Aviation Administration more power to regulate the recreational use of unmanned aircraft.

No accident is the result of a single event,” said Tim Canoll, a Delta Air Lines MD-88 captain and former U.S. Navy pilot who took over as ALPA president in January. “We think of it as a chain of events—each link of the chain being an element that, if removed, would have prevented the accident. We always look at each element—whether it be weather, air traffic control, fatigue, aircraft design, unmanned aerial systems—as potentially adding to an accident. We’re constantly looking for ways to mitigate the threat posed by that link in the chain, and that’s the way we’re looking at unmanned aerial systems. They are a link in a chain that could lead to an accident.”

Canoll offered his thoughts on recent records releases by the FAA that brought to light hundreds of reported drone sightings by airline and general aviation pilots over the past two years. Last November, in response to media requests, the FAA released a summary of incident reports that for the first time indicated a surge in drone sightings, including fly-bys at major airports. The agency provided AIN with a spreadsheet listing 194 “non-COAUAS” events, or flights involving unmanned aircraft systems that did not have certificates of authorization from theFAA, between February and November 2014.

The FAA released further records on two occasions in August, both times apparently prompted by front-page articles in The Washington Post warning of a growing threat to aviation from rogue drones. On August 12, the agency announced that pilot reports of seeing unmanned aircraft had nearly tripled, from 238 in all of 2014, to 650 in the first seven months of the year. On August 21, it released summaries of 765 sightings between Nov. 13, 2014, and August 20. Among the more recent incidents, the pilots of a Southwest Airlines Boeing 737 on final approach to Orlando International Airport spotted a drone at between 1,000 and 1,500 feet above the ground; the pilots of a JetBlue Embraer E190 on approach to New York’s John F. Kennedy International at 700 feet; and the pilots of an American Airlines MD80 on approach to Dallas-Fort Worth International at 500 feet.

The recreational use of model aircraft-and now drones-has been subject to voluntary guidance since 1981. A provision of the FAA Modernization and Reform Act of 2012 states that the FAA “may not promulgate any rule or regulation regarding a model aircraft” that is flown “strictly for hobby or recreational use.” But the provision requires that such aircraft be “operated in a manner that does not interfere with and gives way to any manned aircraft.” Operators must first inform airport or ATC authorities when planning to fly within five miles of an airport.

ALPA supports legislation U.S. Sen. Dianne Feinstein (D-Calif.) introduced on June 18, called the Consumer Drone Safety Act, that would provide more front-end regulation of small drones. The proposed law would set a maximum altitude that consumer drones could fly to, and establish areas where flights are restricted because of the possibility of “unsafe interactions with manned aircraft,” or the risk of damage to persons or property on the ground. It would require the manufacturers of consumer drones, “whether through software or other technological means,” to cap their altitude and prevent them from flying near airports or within protected airspace. Through “sensors and software or other similar means,” drones would come equipped with a collision-avoidance capability and the means to safely and autonomously land in the event of a lost communications link with the operator. They would have registration numbers that pilots and controllers could identify, and transponders to signal their position in space.

We’re pleased that that bill takes steps toward regulating that element

[of recreational drones],” Canoll said. “We’re not about restraining people from doing things, but we are about maintaining the safest air transportation system in the world.”

Under another provision of the 2012 legislation known as Section 333, the FAA has granted more than 1,200 exemptions to operators to fly small unmanned aircraft for commercial purposes. Whereas early Section 333 operators needed at least a private pilot’s license to fly their machines, the FAA now allows operations by people holding a recreational or a sport pilot certificate. In comments early in the permit-granting process, ALPA had called for operators to have commercial pilot’s licenses.

We’re not directly opposed to the exemptions the FAA has been putting in place,” Canoll said. “But we do believe that if the vehicle is intended to, or has the capability to operate in our national airspace—airspace shared with the aircraft that my members fly with passengers on their airplane, they must be operated by pilots who are familiar [with airspace rules]. These are very capable machines, and while the intent might not be specifically to operate it in the national airspace, they do have the ability to blunder into the airspace or lose link and end up in our airspace. I need an operator that is aware of the hazards related to that possibility.”

By Bill Carey, as reported on ainonline.com

Product Support Survey Part 2: Avionics

The lines between aircraft systems, avionics and cabin electronics are blurring; modern aircraft are an amalgamation of interconnected and mostly electronic systems, and the manufacturers that make these electronic elements have taken on a role as critical facilitators of the product-support effort. At the same time and especially in older aircraft, there remain plenty of so-called federated avionics products, standalone devices that do their jobs without a lot of interaction or integration with other avionics or aircraft systems.

No matter what types of product are installed, however, the fact remains that any failure of the electronics often renders the aircraft unairworthy, and keeping aircraft in the air or available to fly is crucial. To underscore the importance of product support offered by avionics and cabin electronics manufacturers, AIN conducts an annual survey to see what readers think about the support they are receiving. Here are this year’s results.


Garmin is holding steady at the top of the AIN Avionics Product Support Survey with the same overall average as last year (8.3). Rockwell Collins and Universal Avionics, in a tight race last year for second place, both scored the same second-place rating of 8.0 this year. To reach that rating, Rockwell Collins saw a 0.3-point bump this year, while Universal’s rating jumped 0.2. Third place this year was taken by Honeywell’s BendixKing division, which tallied the highest change in overall average, up 0.6 from last year.

Avidyne improved its standing from last year, moving up to fourth place and a 7.6 overall average, up from fifth place and a 7.2 rating. Honeywell traded places with Avidyne this year but also saw a 0.1-point improvement in its overall average. Showing up for the first time in the survey results is Thales, which means that more AINreaders are flying with the company’s equipment.

In the individual category ratings, both Garmin and Rockwell Collins scored the top rating (8.7) for overall product reliability. Garmin’s first place overall average was also aided by top scores in technical reps (tied with Rockwell Collins and Universal Avionics at 8.1), warranty fulfillment (8.8), AOG response (also tied with Rockwell Collins at 8.1), cost of parts (7.5) and parts availability (8.7). Universal Avionics’s top category ratings also included an 8.0 for technical manuals.


AIN received enough responses from readers this year to include five cabin electronics manufacturers, including new addition Lufthansa Technik. The rankings for the first four companies this year changed from last year, with Satcom Direct adding 0.1 to tie for first place with Gogo Business Aviation at an overall average of 8.2. Honeywell, with a 0.2 bump to 7.5, moved up to a second-place tie with Rockwell Collins, the company with the highest jump in the overall average rating this year, up 0.8 to 7.5. Newly listed Lufthansa Technik came in a close third at 7.4.

Gogo Business Aviation dominated the individual category ratings, with a 7.4 for cost of parts, 8.3 for AOGresponse, 8.7 for warranty fulfillment, 7.7 for technical manuals and 8.3 for overall product reliability. Satcom Direct was recognized for parts availability (8.5) and technical reps (9.0).

By Matt Thurber, as reported on ainonline.com

Stratajet Set to Launch Online Charter Booking Engine

Online charter booking engine Stratajet is set to roll out its service to private aviation consumers on September 28. The UK-based company, which claims to offer the only real-time online booking engine for charter flights, has established a database of up to 500 available aircraft for which its software will generate live pricing information.

In a project called Operation Long Reach, Stratajet spent April through August visiting 50 charter operators and FBOs in 30 cities across 14 European countries to promote its technology. The main aim was to persuade operators to link their operations software with the Stratajet system and so make aircraft available for direct booking by customers.

Participating operators are eligible to use the company’s Stratafleet software, which uses the Stratajet search engine to generate flight quotes and more efficiently sell their available capacity. Its also offers the StrataFBO software to allow FBOs to interface with the main website.

Stratajet is now setting up meetings with operators in the U.S., Middle East and Russia to expand its database of available aircraft. The company also has just appointed David Lee as its chief financial officer. Lee has more than a decade of experience in developing Internet businesses and was recently named by the Institute of Chartered Accountants as Finance Director of the Year.

Following an exhausting few months, flying around Europe in our Chieftain aircraft, it is very rewarding to be able to confirm that we have hit our targets in relation to the number and range of aircraft available on the Stratajet platform,” commented CEO Jonny Nicol. “The positive response we received throughout the campaign has proven what we knew all along: the industry needs technological development in order to grow. I think one of our greatest achievements is that we gained the understanding from the operators that other companies, claiming to do what Stratajet does, are simply not delivering.”

Stratajet has been in development for the past four years while Nicol and his team refined the algorithm that he says delivers the charter industry’s only 100-percent accurate, real-time charter booking system for consumers. Essentially, the system is intended to calculate the true cost of a so-called “partial empty leg” by working out the net difference in cost of the requested new trip and any empty leg involved.

This means that the consumer pays less and the operator makes a greater profit margin,” Nicol told AIN. Stratajet employs a research team to ensure that the system includes up-to-date information on all relevant costs, such as airport landing and parking fees. Customers pay a 5 percent commission on the price of flights booked either online or by phone.

By Charles Alcock, as reported on ainonline.com

Wright State Spin-Off to Market GoFlyZone

Wright State Research Institute is spinning off a new company around a technology that hopes to create an air traffic control system for drones.

The institute, part of Wright State University, is developing a new system designed to be a traffic management tool for drone users of all kinds — allowing them to plot courses for their craft that stop them from flying in restricted areas, avoid bad weather and risky collisions with other aircraft.

The new startup, FlyTransparent LLC, will have Bruce Preiss, WSRI’s lead research engineer, as its CEO. It will bring to market the GoFlyZone, a Web site and mobile application for drone users to voluntarily upload flight plans and allow them to see other users’ flights before they get off the ground.

“There are just too many users out there right now to send their information to an air traffic control,” Preiss said. “Self regulation is a step in the right direction.”

Preiss developed the Web site along with researchers David Malek and Matt Duquette. This, he said, as there are an estimated 500,000 unmanned aerial systems, or drones, up and flying, with another 12,000 landing in the hands of consumers each month.

Commercial users are often aware of the laws around the emerging industry — but cheaper drone models are landing in the hands of hobbyists with increasing regularity, leading to high profile incidents of drones buzzing too close to aircraft and helicopters, or as was recently the case in Cincinnati, crashing into buildings.

“We view this as the only good near-term approach,” Preiss said, adding that even current proposals to attach some form of transponder to each UAV would take considerable time and cost.

Users of the app will be able to plot a course for their drone and it will be fed through a central flight planning data server, which will allow them to see where other drones are operating and where restricted areas are. It will also show them potential weather hazards and other manned aircraft to avoid.

Hugh Bolton, senior cyber and intelligence fellow for WSRI, said the tech could come with some form of subscription or licensing fees. It’s still to be determined how it could be a benefit to the legal and insurance liabilities for unmanned systems.

The company isn’t ready to take it to market. Preiss said it will work to build a business model to commercialize the tech and then seek angel investors and venture capital to support the startup. He wasn’t sure when a commercial version could come to market, but it will be demonstrated at the Ohio UAS Conference next week.

as reported on uasvision.com


2015-08-31T10:00:45-06:00 August 31st, 2015|ATC, aviation innovation, Aviation Leaders, Aviation News, Aviation Safety, Blog, Design, drones, UAS, UAV|