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U.S. Bizav Flight Activity Continues Climb, Says Argus





Business aircraft flying ticked up 2.1 percent year-over-year in the U.S., Canada, and the Caribbean last month, according to TraqPak data released today by business aviation research firm Argus International. This was better than the 0.9 percent increase the company had predicted for the month; Argus is calling for a 1 percent increase this month.

Part 91 activity logged another solid month, climbing 3.8 percent from last August. This was followed by a 0.4 percent increase in Part 135 operations, while fractional flying was flat from a year ago.

For the second consecutive month, all business aircraft categories except for light jets recorded gains. Midsize jet flying marked a resurgence last month, rising 4.2 percent, with turboprops not far behind with a 3.1 percent uplift from a year ago. Large-cabin jets, which have been at the top of the leaderboard for most of the past several years, climbed 1.9 percent year-over-year, while light jet activity dropped by 1.6 percent, continuing recent losses in this category.

Part 135 large-cabin jet flying saw the only double-digit gain in individual categories, rising 14.5 percent. Conversely, fractional large-cabin jets posted the only double-digit decrease, falling 24.8 percent.

by AINalerts


2018-09-17T13:33:51-06:00 September 17th, 2018|Aviation News, Blog, Economics of Aviation, General Aviation|

North American Bizav Flying ‘Sizzles’ in August

Business aviation flight activity in North America “sizzled” last month, recording a 5.2 percent year-over-year increase, according to TrakPak data released today by Argus International. This is the largest month operations-wise since May 2008 and shattered the business aviation data firm’s 3.3 percent growth forecast for August; it is predicting 3.2 percent this month.

Last month’s results were fueled by a 10.9 percent year-over-year increase in Part 135 charter activity. Part 91K fractional flying also posted a solid 7 percent gain and, for the first time in several months, Part 91 activity was in the black, rising 0.9 percent.

Large-cabin jet activity continued to dominate the aircraft categories, climbing 7.2 percent year-over-year in August. This was followed by light jets, up 5.5 percent; midsize jets, up 4.8 percent; and turboprops, up 4.5 percent.

In individual categories, the Part 135 segment nearly had across-the-board double-digit gains, with the exception of light jets under this catergory, which rose 9.1 percent from a year ago. Part 135 turboprop, midsize jet and large-cabin jet flying soared 11.3 percent, 11.4 percent and 12.6 percent, respectively. Meanwhile, fractional light jet activity rose 17 percent year-over-year. Only Part 91 light jets recorded a slight loss, falling 0.2 percent.


by AINalerts  9/13/2017

2017-09-13T13:28:23-06:00 September 13th, 2017|Blog, Economics of Aviation, General Aviation, Uncategorized|


One major cost in the purchase of any aircraft is the possible applicability of sales and use tax to the transaction. Because of the portability of an aircraft, it is generally easy to avoid sales tax on the purchase by closing in a jurisdiction with little or no tax, or an applicable exemption; but the use tax generally becomes an issue in the state in which the aircraft is based.

Although sales and use tax terms are not universally defined in all jurisdictions, for purposes of this discussion a sales tax is a privilege or license tax on persons engaged in the business of making retail sales by which ownership of tangible personal property is transferred for consideration. Use tax compliments sales tax and is a tax on the consumer for the privilege of storing, using, or consuming within the state any tangible personal property. The sales tax and use tax are generally mutually exclusive, and neither applies where the other was due and paid.

Because the aircraft is easily transportable, sales tax can be eliminated by transacting the transfer in a state such as New Hampshire or Montana which have no sales tax. Other states have little or no sales or use tax on aircraft purchases including: Massachusetts, South Carolina, and North Carolina. Finally, over a dozen remaining states have “fly-away exemptions” that provide an aircraft will not be subject to tax if it is immediately removed from the state and registered elsewhere. However these exemptions are narrowly construed, so a purchaser needs to exercise extreme care in determining the point of delivery and closing of the transaction.

Although the sales tax can generally be managed by movement of the aircraft, the use tax in the state of domicile of the aircraft is generally another matter. Use tax will generally be imposed by the state of domicile if sales tax would have been imposed had the transaction occurred within the state. Therefore, culminating the sale in a sales tax-free state is generally only the initial step in controlling sales and use taxes. It is therefore imperative that the purchaser find a use tax exemption which often includes the following:

Common Carrier Exemption. A common carrier exemption is not generally unique to aircraft, but often applies to transportation equipment used in the movement of persons and property for hire. Several states have a common carrier exemption that applies only to commercial airlines.

However, many states exempt charter operators operating under FAR Part 135 provided threshold use test are met. Under certain circumstances selected states will extend the common carrier exemption to aircraft operators serving members of their controlled group and operating under FAR Part 91.

Casual Sale. This exemption applies to the sale of aircraft by individuals or companies not regularly engaged in the aircraft sale business. A number of state laws which include a casual sale exemption specifically carve out aircraft from the exempt property designation, and therefore tax it.

Resale Exemption. Because the sales and use tax is a tax at retail, the purchase of the property will generally not be subject to tax if it is acquired in a wholesale transaction. This wholesale transaction exemption would apply when the aircraft is acquired for purposes of resale, and generally for lease. Therefore, when a dealer acquires an aircraft for the purpose of selling it to another, tax is imposed on the dealer sale, but not his purchase. Likewise, when property is acquired for lease to another, the acquisition of the property is generally exempt from sales tax, while the lease payments are then subject.

Interstate Exemption. Certain states recognize that if an aircraft is used primarily in interstate commerce, it is not subject to either sales or use taxes. The scope of this exemption generally turns on the level of interstate use, and the degree in which it resides in the state.

Trade-In Allowance. This is a partial exemption that results in an exclusion of a portion of the purchase price of the aircraft for the value of a trade-in. Generally, the sales tax trade-in allowance requires that the trade-in be a simultaneous two-party exchange. Although federal income tax rules provide for a non-simultaneous three-party exchange, generally these do not result in sales tax savings.

Entity Sale. Because the sales tax is generally imposed on the sale of tangible personal property, and the sale of stock or membership interest is an intangible, sales tax will generally not be imposed on entity purchases.

Corporate Transactions. In a number of states there are exemptions for bulk sales of property as part of an on-going trade or business, statutory mergers, dividends to shareholders, tax-free contributions of property to partnerships or corporations, and other similar transactions. It is often possible to structure transactions pursuant to these use-tax exemptions and thereby effectively limit the applicability of use tax.

The sales and use tax law is a tax on transactions where form is imperative. The states are generally very restrictive in the grant of exemptions, and strictly construe statutory requirements. Although, generally, states will provide credit for sales tax paid to another state that is not universally true. It is therefore possible for you to inadvertently subject your aircraft to sales or use tax in multiple jurisdictions.

Although the states are very precise in their requirements of form, a number of them have started to attack transactions asserting lack of substance. Although “form over substance” arguments are just emerging, some states are attacking lease transactions as “sham transactions” administratively. Although these issues will undoubtedly be ultimately decided by the courts, aircraft purchasers need to understand the respective position of the state tax department at the time of acquisition.

In an attempt to expand taxation on interstate transactions and provide basic uniformity in sales tax administration, 18 states have adopted the “Streamline Sales and Use Tax Agreement” effective October 1, 2005. Although this agreement provides uniform sourcing rules on leases, it does not require uniform use tax exemptions.

The sales and use tax law applicable to airplanes is exceedingly complex, and is often not uniformly clear. As the states’ tax appetites continue to grow, they appear to be increasingly aggressive even in areas previously thought to be exempt from tax. Purchasers are therefore cautioned to carefully plan their transaction, and if possible obtain a ruling from their state authorities.

Contributions to this article were made and edited by Louis M. Meiners, Jr., CPA


2017-07-26T08:50:14-06:00 July 26th, 2017|Aircraft Tax, Blog, General Aviation|

A Day in the Life of a Corporate Pilot

Make no mistake: the years I’ve spent as a corporate pilot have been the most rewarding in my professional career, but there are many times when we really earn our paychecks. One recent two-day trip that took my first officer, Greg, and me from Southern California to the United Kingdom was beset with last-minute snags, reroutes, and diversions that conspired to turn what should have been a routine journey into a constant fight against Murphy’s Law.

That said, everything worked out in the end and, even more importantly, our passengers were never inconvenienced. I’d like to take all the credit, but truthfully, none of it would have been possible without the resourcefulness of the Flight Sentinel team at Honeywell.

Our trip began under bright sunshine at Van Nuys Airport, home base for our small, three-aircraft flight operation. I was looking forward to the next couple of days of shuttling our CEO and her staff to meetings across the country, and then across the Atlantic Ocean; sometimes, this really is the best job on Earth.

Alas, things began heading south from the very beginning, as our maintenance director stopped me as I walked towards the sleek jet to begin my preflight inspection. “We’re AOG thanks to a leaking oil seal in the APU,” he said. “The part will be here tomorrow, probably right around the time you’ll be landing in Luton. We’re pulling [another aircraft] out of the hangar for you now.”

Ugh. I wasn’t looking forward to spending the next hour computing our new weight and balance and fuel burn, and changing around identifiers on our flight plans. So, I did what any reasonable captain would: I delegated those tasks to Greg.

Imagine my surprise when he walked over less than 20 minutes later. “All done!” he said. “Honeywell Flight Sentinel has data for the entire fleet; I gave them our new N-number, and they switched everything over right away. Oh, and here’s the updated fuel load and weight and balance.”

Maybe this trip wouldn’t be so bad after all. By this time, the replacement jet had already been fueled, and I was nearly done with my walkaround. Our passengers arrived minutes later, and we were soon on our way to our first stop in Wichita.

Honeywell Flight Sentinel had already advised us of more favorable tailwinds above our filed altitude, and ATC granted our request for higher altitude without any complaint. A few minutes later, a message came across ACARS of a new challenge. “Looks like there’s a connectivity outage about 50 miles ahead,” Greg reported as we flew across northern Arizona.

Over the past few years, inflight connectivity has become a critical flight-planning consideration, as important as total trip time and fuel burn. Furthermore, I knew our CEO had planned a teleconference en route to Wichita, and I didn’t relish having to inform her that those plans were off.

Just as I considered delegating another task to Greg, however, he continued his report. “Honeywell Flight Sentinel suggests we deviate north a bit. That’ll keep us within satcom coverage over the Rockies.”

By mid-afternoon, the skies were much greyer over Kansas than they’d been in California. As I looked at the low cloud cover hanging over Eisenhower National Airport, I was much more concerned about the weather at our destination for the evening in Boston. A band of summer storms approaching from the south looked likely to force a traffic-management initiative (TMI) over the northeast right around our filed departure time in 90 minutes.

Great minds think alike, and when my cell phone rang a few minutes later the team at Honeywell Flight Sentinel was on the other end. “TMIs will go into effect shortly, and ground delays into Logan International will soon follow,” advised the helpful voice. “Are you able to take an earlier departure? You’ll beat the GDP (ground delay program) if you leave within the next 45 minutes.”

After a quick call to the CEO (who, as luck would have it, had finished her lunch meeting earlier than anticipated) we were loaded and on our way. Honeywell Flight Sentinel had already cleared our earlier departure, and a good thing, too: we were climbing through 10,000 feet when ATC advised that all later departures into the Boston area would be held on the ground.

Over the next three hours, the Honeywell Flight Sentinel team provided a constant stream of critical updates along our flight route, including a helpful message regarding a pop-up cell over Cleveland. ATC granted our request to divert south while were still more than 100 miles out, well before the steady stream of calls began from other flights in the area asking for deviations.

Our weather-related woes weren’t quite over yet, though. Just as we entered the planned hold over BOS, the ACARS flashed with another message from Honeywell Flight Sentinel: plan to hold for 30 minutes due to weather and high volume of traffic. “We’re good on fuel, right?” Greg asked.

“Plenty,” I replied. “I asked for an extra 400 pounds in Wichita just for this situation.” Sure enough, we were on the ramp at BOS within the hour. Thanks to Honeywell Flight Sentinel, Greg and I were enjoying a fine seafood dinner in Boston while other pilots were stuck on the ground waiting for that GDP to lift.

You can never be too prepared for a flight across the “pond.” In addition to our own extensive preflight planning, Honeywell Flight Sentinel was there to offer Greg and me up-to-the-minute information about our trip, including a weather update favoring a lower flight track than we’d planned. Thanks to that bit of news, there was ample time to file for the switch ahead of our departure.

“Looks like our luck may be changing,” said my young first officer. “I wish you hadn’t said that out loud,” I replied, exasperated.

Sure enough, after five hours in the air—around the time we anticipated starting our descent—the sat phone rang. “We just received word of a disabled aircraft on the runway at Luton,” Honeywell Flight Sentinel advised. “You’d best plan to head to Biggin Hill instead.”

“Oh, boy,” I thought. Biggin Hill was more than 70 miles from Luton away by car, and we’d be landing in late afternoon. Our CEO would need to leave immediately after we landed to be on time for a critical business meeting.

Again, though, Honeywell Flight Sentinel was there. “I’ve already made arrangements for the car service to meet you at Biggin Hill,” the friendly voice continued. “She should still make her meeting in plenty of time.”

I looked at Greg. “You’re lucky Honeywell Flight Sentinel is here to rescue us from your tempting fate,” I said with a grin as I pulled up the approach charts for Biggin Hill.

Corporate pilots are more than aviators; we’re the face of our flight departments, responsible for the safety, security, and convenience of those we’re carrying in the cabin. When challenges arise, Honeywell Flight Sentinel allows me to provide solutions to our passengers before they are even aware of a problem

by AINonline

2017-07-26T08:05:15-06:00 July 26th, 2017|Blog, General Aviation|

Centennial Airport Primary Runway Closure Scheduled for Aug. 22 to Sept. 30

Centennial Airport (APA), in Denver, CO, will close the primary Runway 17L/35R beginning Aug. 22 due to a runway rehabilitation project. The closure will remain in effect through Sept. 30.

The rehabilitation project will include:

  • Complete resurfacing of the entire length of 17L/35R by mill and overlay.
  • Replacement of existing runway lighting system with energy-efficient LED units.
  • Installation of new elevated runway guard (wig-wag) lights at all TWY B connectors on 17L/35R.

Operational Impacts

While Runway 17L/35R is closed, Runway 17R/35L will be the primary arrival runway. Runway 10 will be the primary departure runway. There are several anticipated impacts related to this event, including:

  • Depending on aircraft type and/or density altitude, the use of Runway 17R/35L will be necessary for departing aircraft, which may result in departure delays up to 30 minutes. These delays are contingent upon associated traffic volume.
  • There are no high speed exits available on Runway 17R/35L. This will require increased miles-in-trail on final to allow aircraft to exit the runway after landing as well as to depart any waiting aircraft.
  • There are no precision approaches to either Runway 17R or Runway 35L, requiring the use of a circling/sidestep approach (with increased minimums) during LVMC or IMC conditions.
  • Due to the construction project, there will be limited taxi routes between the ramp areas and Runway 17R/35L, which could lead to time periods of increased ground congestion.
  • Runway 28 may be available for arrivals on a case by case basis after considering the wind speed/direction and the arrival/departure demand.
  • Practice approaches (VFR or IFR) will be extremely limited or unavailable. Requests for practice approaches will be handled on a case by case basis and are dependent on traffic demand.

ATC Traffic Management Initiatives and Delays

Arrival and departure delays are likely during peak times during the closure. Due to longer runway occupancy times, the airport arrival rates will be reduced. ATC will use mile-in-trail restrictions, fix balancing, time based flow management and possibly ground stops off the internal and first tier airports.

Planned Surface Impacts

The project will be completed in two phases.

During phase one, all connectors, with the exception of A8 and A14, will be closed. A8 and A14 will remain open to facilitate traffic crossing TWY A to Runway 17R/35L.

During phase two, all connectors, with the exception of A4 and A18, will be closed. A4 and A18 will remain open to facilitate traffic crossing TWY A to Runway 17R/35L.

During the construction project, Centennial Airport asks tenants, pilots and other airport users to:

  • Check NOTAMs often
  • Listen closely to ATCT instructions
  • Expect unusual taxi instructions
  • Watch for people and equipment
  • Pay attention to flaggers at the connectors
  • Be patient and stay alert

Safety or security concerns may be reported to APA operations at (303) 877-7307.

View the Runway 17L-35R Overall Site Plan. (PDF)

by NBAA   Aug. 8, 2016

2017-06-13T02:14:29-06:00 August 8th, 2016|ATC, Aviation News, Aviation Safety, Blog, FAA, General Aviation|

FAA Eases RVSM Application Process

The U.S. FAA enacted a rule yesterday that should ease the application process for operating in reduced vertical separation minimum (RVSM) airspace. The rule revises the agency’s requirements for an application by “eliminating the burden and expense of developing, processing and approving RVSM maintenance programs.”

As a result of this revision, the FAA said that an applicant to operate in RVSM airspace “will no longer be required to develop and submit an RVSM maintenance program solely for the purpose of obtaining an RVSM authorization.” The agency reminded operators that “because of other, independent FAA airworthiness regulations, all aircraft operators remain required to maintain RVSM equipment in an airworthy condition.”

Although there were slight variations, many of the comments submitted in opposition to the proposal claimed that easing the regulatory requirements for an RVSM authorization would reduce aviation safety. The FAA reiterated that this final rule “eliminates an application requirement, and leaves intact FAA requirements to maintain RVSM equipment and operate RVSM authorized aircraft in an airworthy condition.” The new rule takes effect on August 19.

by AINalerts: July 20, 2016

2017-06-13T02:14:31-06:00 July 20th, 2016|Blog, FAA, General Aviation|

FAA Issues Common-sense Hangar Use Policy


The FAA this week issued its final policy on the non-aeronautical use of hangars at grant-assured airports, and fears of a sterile, draconian policy eliminating anything but aircraft storage have proved unfounded, as the agency has adopted a common-sense approach. The public comment period on the policy elicited more than 2,400 responses.

Aimed at ensuring the availability of hangars for aviation needs, the new policy, which will take effect July 1, acknowledged that the rental of such structures for non-aviation activities allows airport sponsors to be economically independent when aviation demand is low. Provided there is no immediate aviation use for the structure, sponsors must apply to the FAA to approve an interim non-aviation use of a hangar for a specified period. Non-aviation tenants may be issued month-to-month leases until and unless there is aviation need.

Regarding storage of non-aviation items in hangars, the agency will defer to the local sponsor as to what specifically will and will not be allowed. However, the agency will not consider a violation if the items do not impede the movement of aircraft in and out of the hangar or access to other aeronautical contents of the hangar. The agency also changed its position on hangar use during the construction process for amateur-built aircraft, stating this is an allowable use, but suggested that airport sponsors institute some sort of progress benchmarks to eliminate stalled projects.

by AINalerts

2017-06-13T02:14:33-06:00 June 16th, 2016|Aviation News, Blog, FAA, General Aviation|

Telluride Airport Opens New De-icing Pad

Just in time for the ski season, Colorado’s Telluride Regional Airport completed a $7 million improvement project that features a new aircraft run-up/de-icing pad. This project was required as a result of a 2009 realignment of the parallel taxiway, a project that eliminated the previous run-up area and put the new taxiway in line with the old de-ice pad. Before completion of this latest work, the airport had to close the taxiway every time de-icing was performed.

A major part of the six-month-long project was devoted to construction of a large retaining wall sheathed in grass-seeded baskets that will allow it to blend in with the surrounding environment.

by: AINalerts

2017-06-13T02:14:40-06:00 January 14th, 2016|Aviation News, Blog, General Aviation|

Argus: 2015 a Good Year for U.S. Bizav Flight Activity

Embraer Legacy 500










Business aviation flight activity in North America ended 2015 on a positive note, climbing 2.6 percent last month versus December 2014, according to data released yesterday by aviation services group Argus International. The December results cap off a year that has seen year-over-year gains in all but one month, for an overall increase of 2.1 percent last year from 2014.

Part 91 activity soared last month, posting an increase of 4.9 percent from the year before. The Part 135 charter market recorded a year-over-year increase of 0.5 percent, while fractional activity fell back in the red, down 0.5 percent.

Looking at flight activity by aircraft category, turboprops came in with a gain of 5.3 percent last month. On a full-year basis, 2015 marked the 10th consecutive year-over-year increase for the turboprop market, Argus noted. Part 91 turboprops also logged the biggest increase last month, rising 9.1 percent from December 2014.

Jet activity was also up across the board last month. Large-cabin-jet flying rose by 3.5 percent year-over-year in December, followed by light jets at 1.4 percent and midsize jets at 0.3 percent.

Argus’s TraqPak data logs serial-number-specific aircraft arrival and departure information on all IFR flights in the U.S. and Canada.

by: AINalerts

2017-06-13T02:14:40-06:00 January 14th, 2016|Blog, Business Aircraft Industry News, Economics of Aviation, General Aviation|

Daher TBM Turboprop Deliveries Climb 10 Percent in 2015

 Daher TBM
Daher’s airplane business unit delivered 55 TBM 900 turboprop singles last year, a 10-percent increase compared with 2014 and the second-best year since the first TBM was delivered in 1991. The peak year for TBM deliveries was 2008, when 60 TBM 850s were delivered to customers.

Last year, the U.S. continued to be the strongest market for the aircraft with 44 deliveries, followed by Latin America with seven (five in Brazil and two in Mexico) and four in Europe (two in Germany and one each in France and Spain). Nicolas Chabbert, senior vice president of Daher’s airplane business unit, expects this year to be a challenging one for the international aircraft marketplace, though he anticipates the U.S. market will remain solid.

“Last year’s TBM 900 results clearly confirm the continued value of our very fast turboprop, backed by services that definitely meet our customers’ expectations,” said Chabbert. To date, 767 TBMs have been delivered to international owners and operators, with the global fleet accumulating some 1.3 million flight hours. The latest model—the TBM 900—was introduced in March 2014 and has a top cruise speed of 330 knots and a 1,730-nm range.


by AINalerts  January 12, 2016

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

FAA Rapped On Pilot Skills

The FAA isn’t doing enough to ensure pilots can actually fly well enough to take over if aircraft flight management systems fail according to a report obtained by the Associated Press, AP says the unreleased report from the Transportation Department’s Office of Inspector General is critical of the FAA’s lack of oversight on pilot flying skills. “Because FAA hasn’t determined how carriers should implement the new requirements or evaluated whether pilots’ manual flying time has increased, the agency is missing important opportunities to ensure that pilots maintain skills needed to safely fly and recover in the event of a failure with flight deck automation or an unexpected event,” AP quoted the report as saying.

The FAA is working on the issue. In 2013 it issued a safety alert to airlines urging them to get pilots to brush up on their manual flying skills but as sometimes happens the bureaucratic baggage that goes with that kind of recommendation is bogging down implementation. The OIG says the FAA hasn’t yet come up with the  rules on manual flying and even when it does, airlines have until 2019 to comply. And with further automation coming into the picture with ADS-B and NextGen, there will be even less stick time for pilots in the future, the AP quotes the report as saying. “The opportunities air carrier pilots have during live operations to maintain proficiency in manual flight are limited and likely to diminish,” the report said. “While the FAA has taken steps to emphasize the importance of pilots’ manual flying and monitoring skills, the agency can and should do more to ensure that carriers are sufficiently training their pilots on these skills.” For what it’s worth, the report apparently says the FAA agrees with those sentiments and hopes to have the new rules ready in about a year.

By Russ Niles | January 10, 2016

2017-06-13T02:14:42-06:00 January 12th, 2016|Blog, FAA, General Aviation, Government Regulation|

Bombardier Looking For More Cash

CS100 PictureDays after throwing a $1 billion lifeline to struggling aircraft manufacturer Bombardier, the Quebec government is now asking the newly elected Justin Trudeau federal government to match the investment in one of the province’s biggest employers. The new government, which swept to power two weeks ago, will decide Wednesday whether to give the company money to help it weather a looming financial crisis. The cash crunch was alleviated by the investment by the Quebec pension plan but might not be enough to solve the long-term issues created by its over-budget development of the CSeries airliner and a falloff in business jet and railway revenues. “I will continue to look at strategic options across the board. We will continue to look and they need to make good business sense and create value for customers and for shareholders,” CEO Alain Bellemare told the Montreal Gazette. That could include selling off minority stakes in its airplane and railway businesses.

The $1 billion from Quebec is enough to finish the CSeries certification program. Bombardier is within weeks of certifying the smallest of the single-aisle airliner models, the 100-seat CS100. But the 160-seat CS300 has more orders and there wasn’t enough cash to finish its certification, according to some reports. Even after the airliners are certified, Bombardier will continue to burn cash as it sends the first ones out the factory door at Mirabel, near Montreal. Bombardier even offered to sell the program to Airbus but negotiations broke off when Canadian media got wind of the story.

By Russ Niles | November 1, 2015

2017-06-13T02:14:49-06:00 November 4th, 2015|Aviation News, Business Aircraft Industry News, General Aviation, Uncategorized|

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

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|