August 30, 2018 - No. 069 In This Issue FAA Rolls Out Automated Designee Management System Airplus Maintenance Gets Russian Approval DynCorp wins $203m maintenance award for USAF Joint Base Andrews How The A320 Overtook The 737, And MRO Implications INSIGHT: S7 Technics Holding dominates MRO services in Novosibirsk ARSA Urges SBA Review of FAA's Unfair ICA Enforcement STS Launches Ground Support Equipment Services Division First Biofuel Flight in South Asia Resonates During Cost Crisis CityJet Discontinues Scheduled Services Marketed Under its Own Brand Ex-SpaceX engineer and NASA astronaut candidate decides he doesn't actually want to go to space FAA Rolls Out Automated Designee Management System In 2014, the FAA began implementing its Designee Management System (DMS), a tool designed to standardize and consolidate policies and procedures across all lines of business in aviation safety. Order 8000.95 sets forth a singular method for selecting, appointing and overseeing all administrator representatives, including Designated Mechanic Examiners (DME) and Designated Engineering Representatives (DER). Full DME deployment is expected by September, with DER transitions scheduled for 2020. The project is in response to a 2004 Government Accountability Office (GAO) report highlighting key weaknesses in designee oversight. GAO recommendations centered on the need for the FAA to improve its control of the program; one of six proffered solutions that called for database enhancements. The agency responded by developing the all-inclusive DMS, which will replace five separate designee data systems and allow information-sharing across services. The new system will also further the agency's "risk-based" approach; oversight will be focused on data analysis and performance trends. While the new order has been around for a while, it was only recently made applicable to a subset of the designee population, since adherence is dependent on DMS deployment. The six-year project began with Designated Airworthiness Representatives-Manufacturing and Designated Manufacturing Inspection Representatives transitions in 2014. The following year, Designated Aviation Medical Examiners were incorporated. This year, the agency is rolling out DMS for Designated Airworthiness Representatives-Maintenance, DMEs and Designated Parachute Rigger Examiners. Remaining designees, including DERs and Designated Pilot Examiners, will change over by 2021. Even after full deployment, vestiges of past policy will still need reference. For example, DMEs will continue utilizing the General Aviation Airman Designee Handbook (Order 8900.2) for testing procedures specific to mechanic examinations until the language can be incorporated into another order. One of the largest anticipated benefits is shortened time frames for designee application. "What once could take weeks, months, or even years, is now done in a matter of minutes," said FAA Flight Standards Service Delegation Program branch manager Jay Kitchens. "Since the new tool automates activities such as candidate vetting, qualified applicants get an immediate response that their application is in the system and available for consideration and appointment by a local office." Previously, DME applicants were required to obtain a letter from the local office stating that they qualified for the appointment, make formal application to the National Examiner Board and receive written approval that they had been added to the database of qualified candidates. And all of this correspondance had to be done via snail mail. In the new system, candidates apply directly in DMS; if all qualifications are met, they receive immediate notification that their application is available for appointment consideration. Designees with a "good performance history" can expect expedited approvals via an automatic approval process and automated annual renewals. The new system will provide data on "designee capacity," that is, whether the supply of designees is adequate, given the local demand. "DMS will allow us to better assess agency need to appoint additional designees, as well as our ability to appropriately oversee and manage them," says Kitchens. Once their specific programs are deployed, current designees should expect to receive a unique nine-digit designee number, DMS log-in information, and access to new (electronic!) authorization documentation, dubbed the Certificate Letter of Authority. According to the GAO, private individuals perform 90% of the FAA's certification activities through its designee program. As of July, the FAA was managing more than 10,000 designations. https://www.mro-network.com/safety-regulatory/faa-rolls-out-automated-designee-management- system Back to Top Airplus Maintenance Gets Russian Approval Friedrichshafen, Germany-based Airplus Maintenance received Russian aviation authority approval to maintain Russia-registered aircraft. The maintenance provider, acquired by the Porta Air Service group of companies in 2016, called the ability to tap into the Russia market another milestone in its efforts to expand its service portfolio. "In addition to the existing branches [including Finsterwalde, Germany, and Abu Dhabi, UAE], Airplus is expanding its catchment area and now offers maintenance solutions for Russia-registered aircraft in the heart of Europe," the company said, announcing that it had successfully completed the audit from the Russian aviation authority. The approval is for its Friedrichshafen base, where Airplus has 20 years of business and general aviation MRO experience. This location holds EASA design, production, and maintenance approval and provides a range of maintenance, inspections, parts, repairs, avionics upgrades, equipment installations, modifications, refurbishments, and other services. The company has a hangar to accommodate midsize aircraft and another for aircraft up to the size of a Boeing 737. Meanwhile, its Finsterwalde location is primarily focused on Cessna Caravan services and its UAE branch assists in engineering work. https://www.ainonline.com/aviation-news/business-aviation/2018-08-29/airplus-maintenance-gets- russian-approval Back to Top DynCorp wins $203m maintenance award for USAF Joint Base Andrews The US Department of Defense (DoD) has awarded a new contract to global government services provider DynCorp International (DI) to support the US Air Force's (USAF) aircraft maintenance at Joint Base Andrews in Maryland. Valued at $203.1m if all options are exercised, the competitively-awarded, firm-fixed-price contract has a one-year base period, as well as four option years and an additional six-month option period. Under the deal, the company will be responsible for delivering executive airlift maintenance support for all management, personnel and equipment in operation with the USAF at the Maryland base. The services to be provided by the company will include fixed-wing flight line and back shop maintenance for the 89th Airlift Wing aircraft, in addition to back shop support services to the 811th Operations Group rotary-wing aircraft. DynAviation president Joe Ford said: "Maintaining the aircraft that transport our nation's leaders is a tremendous responsibility. "We are honoured to have earned the trust and confidence of the USAF in this exceptionally important mission and look forward to continuing our legacy of superior service on this contract." The project will begin from 1 September and be carried out until 29 February 2024. In 2001, DI became the first company to receive the USAF aircraft maintenance contract from the DoD. Joint Base Andrews was formed on 1 October 2009 with the merging of the Andrews Air Force Base and the Naval Air Facility Washington. The USAF's 89th Airlift Wing delivers global special air mission airlift, logistics, aerial port and communications for US officials and other senior military and elected leaders. The 811th Operations Group offers continuous rotary-wing contingency response capability to the National Capital Region, in addition to supporting regional and global customers with major airfield infrastructure and aviation services. https://www.airforce-technology.com/news/dyncorp-maintenance-joint-base-andrews/ Back to Top How The A320 Overtook The 737, And MRO Implications By many measures, the Airbus A320 has become the most popular aircraft family in the world. Although there are about 100 more Boeing 737s in service worldwide, that is only attributable to the existing fleet of the U.S. manufacturer's legacy Classic equipment, while Airbus has sold more current-generation and new-engine narrowbodies. According to the Aviation Week Fleet & MRO Forecast, there are currently 7,251 current-generation A320-family aircraft in service, versus 6,757 737NGs. Through 2022, meanwhile, Aviation Week expects Airbus to deliver 3,174 A320neos compared with 2,999 Boeing 737 MAX aircraft. Airbus' leapfrogging over Boeing in the most crucial segment of the aircraft market may owe as much to the European manufacturer's marketing and strategic acumen as it does to the A320's intrinsic qualities. In fact, the baseline 737-800 is marginally more popular with lessors and financiers than the A320, and when the numbers of each aircraft peak around2020, there will be roughly 1,000 more 737-800s in service. It is also worth noting that airlines rarely drop one manufacturer for another, due to the costs of switching fleets. Instead, Airbus has had great success selling A320s to startups in the booming low-cost carrier market around the world. The other big boost for the current-generation line was the A321, which has outsold its Boeing equivalent, the 737-900, by a margin of three to one. Likewise, the A321neo has dominated the large-capacity narrowbody market against the 737-9 MAX. By 2022, Aviation Week expects there to be almost three times as many of the former aircraft in service, although Boeing is trying to win back some market share in this segment with the 737- 10 MAX. However, the Neo's success has as much to do with timing as anything else. Embroiled in delays to the 787 program that were occupying most of its resources, Boeing belatedly launched the MAX in August 2011, six months after the A320neo. That interval might seem trivial, but at the time the market was desperate for a new narrowbody. and Airbus had already racked up 1,000 orders for the Neo before Boeing announced the MAX. It is also sometimes argued that offering a choice of engines for Airbus narrowbodies-the IAE V2500 and CFM56 for the A320, the Pratt & Whitney PW1100G and CFM Leap-1A for the A320neo- make them more attractive to airlines and lessors than the 737NG or 737 MAX, which are limited to the CFM56-7B and Leap-1B, respectively. However, while it is true that most of the big lessors have ordered the A320neo with both engine types, a lack of choice never hurt the biggest-selling aircraft of all time, the 737-800. Furthermore, Boeing's single choice has hardly been a poor one: The CFM56-5B/7B has proved to be astonishingly reliable, surpassing all expectations of airlines and even its manufacturer, while the Leap has suffered far fewer problems than the PW1100G. Aftermarket Implications Given the number of A320s in service, it is not surprising that operators in most parts of the world have a good choice of maintenance options for both airframes and engines. Maintenance check intervals for current-generation A320s are either flight-hour or calendar-based and range from A Checks at 750 flight hours to structural inspections at six- and 12-year intervals. Aviation Week calculates that A320-family maintenance will be worth about $20.6 billion in 2018, with work on current-generation A320s and A321s accounting for about three-quarters of the market. The value of A320neo maintenance, meanwhile, will rise from roughly $650 million in 2018 to about $3.3 billion in 2022, although even then the first big wave of heavy maintenance will still be a few years away. It's a different story for the A320, however, which has a huge installed base of midlife and mature equipment that is staying in service longer, thanks to low fuel prices over the past five years. Aviation Week estimates that the overall MRO market for all A320 models will grow by about one- fifth in the next four years, reaching $24.5 billion in 2022. UK-based MRO Monarch Aircraft Engineering expects A320 maintenance volumes to grow 6% per year over the next five years, with modifications as well as overhauls likely to be in demand. "The increase in aircraft entering the second phase of their maintenance cycles will offer opportunities for MRO to supplement the MPD [maintenance planning document] requirements with additional retrofit and cabin upgrade options," says David Doherty, head of commercial services for Monarch Aircraft Engineering. Maintenance costs are of course a notable part of any purchase decision by an airline. Monarch repairs the A320 and the 737NG, and Doherty says that turnaround times and maintenance costs are similar for both aircraft, although he also identifies "subtle differences" in the challenges posed by each. "Sourcing spares materials from Airbus is marginally more expensive per check than for the Boeing product, but the supply chain for Airbus is more direct, which can translate into a lower logistical cost," he says. Doherty adds that the third-party spares market is less developed for the A320 than for the 737NG, although he believes this is changing as A320 operators are now benefiting from additional choice and lower material costs. It is still too early to assess whether the A320neo or 737 MAX will offer lower life-cycle costs in the aftermarket, since engine maintenance could become more expensive if OEMs CFM and Pratt & Whitney grab significantly more MRO business than they have on current-generation platforms. The good news for operators, however, is that both manufacturers have said they are committed to an open maintenance market. In July, after pressure from the European Commission, CFM signed a deal with the International Air Transport Association to that effect. Under the agreement, which covers CFM56 and Leap engines, CFM promises to license its engine shop manual to an MRO facility even if it uses non-CFM parts; to permit the use of non-CFM parts or repairs by any licensee; and to grant airlines and third-party overhaul facilities the right to use the CFM engine shop manual without a fee. https://www.mro-network.com/airframes/how-a320-overtook-737-and-mro-implications Back to Top INSIGHT: S7 Technics Holding dominates MRO services in Novosibirsk Sibir Technic, one of Russia and the CIS region's premiere aircraft maintenance organisations, has become the Novosibirsk nucleus of S7 Technics Holding, the largest independent MRO industry player, having united several specialist maintenance companies across the country. Russian Aviation Insider's sister publication ATO.ru here offers an insight on how S7 Technics has managed to sustain a healthy business growth plan from as far away as 3,000 km distant from Moscow ... and how brightly it sees its future. THE STARTING POINT In 2004, S7 Technics launched a Siberian service station at Novosibirsk's TolmachevoInternational Airport (IATA code: OVB), located at the premises of the airport's old maintenance base. Although all serious maintenance providers need a suitable aircraft hangar, the edifice that S7 Technics inherited was more like a hangar complex. The massive structure - 137m long by 72m wide and 30m high - can accommodate up to four airliners and was built in the mid-1960s for the Soviet-era aircraft types then operated by the local aviation squad, such as Tupolev Tu-154 tri-jet narrow- body airliners and, later on, the four-engined Ilyushin IL-86 wide-bodies. The hangar complex was originally constructed in accordance with the highest standards of the time and among those primary considerations was operating successfully despite Siberia's harsh climate. However it was the arrival of S7 Technics that stimulated an extensive upgrade of the Tolmachevo facility, and the company is continuing to expand its capabilities there. To be able to maintain western-built aircraft and meet EASA standards, a dozen new infrastructure upgrades have since been accomplished, such as a massive re-glazing project, with the structure's huge roof replaced, and a floor heating system installed. "Due to the steady growth of the air travel market in Russia (which reached 19 per cent year-on-year in 2017 and is projected at 10 per cent this year - ATO) the country's carriers are expanding their fleets, thus driving up demand for aircraft maintenance. We plan to boost our capabilities in Novosibirsk in the next several years," an S7 Technics spokesperson has advised ATO.ru. RULING THE MARKET BEYOND THE URALS S7 Technics' Tolmachevo MRO base is the largest such aircraft maintenance facility outside of central Russia, separated as it is from Siberia by the Ural mountains range. It also offers the widest network of line maintenance station connections. "That's a proven fact. There are objective criteria, such as throughput figures, the number of staff, and annual turnaround," the company insists. In nearly one and half decades the Tolmachevo base has accumulated substantial expertise and approvals for the maintenance of a wide range of western-built commercial airliners from Boeing and Airbus to ATR, Embraer and Bombardier. "We hold competences for maintenance, repair and overhaul of hundreds of aircraft components, and are among the first in the post-Soviet era to gain EASA approvals for component manufacturing and modifications, including design drafting," the company further asserts. Novosibirsk's Tolmachevo is some four flight hours away from Moscow's Sheremetyevo, Domodedovo and Vnukovo, the largest airport cluster in Russia, which collectively handled 47 per cent of Russia's entire passenger traffic last year, and is home to all the largest airlines and MRO providers (including S7 Technics' own establishment). The distance between an aircraft's home base and its maintenance facility is clearly a significant factor, as ferry flight expenses add considerably to the overall cost of the maintenance. S7 Technics' Novosibirsk operation therefore takes this into account, keeping it ahead of competition, especially regarding base maintenance programmes. Geographically, its nearest MRO competitors are providers in China, Turkey, Mongolia and Taiwan, which compete for and share the same customer base across the Central Asian and Russia's Far Eastern regions. The Siberian centre also controls the operations of three satellite stations, all of them located beyond the Urals at Vladivostok (its airport handled 2.2 million passengers in 2017), Irkutsk (almost two million) and Yakutsk (902,000). All three hold approvals of the aviation authorities of Bermuda, where the majority of Russia's fleet is currently registered. The stations were launched one by one in response to customers' needs for support at transit airports. FULL-CYCLE SIBERIA STYLE One of the ways in which the S7 Technics Tolmachevo base stands out from its Russian counterparts is the depth and range of its expertise in the provision of a panoply of services associated with modifications for western-built aircraft. That full cycle includes the development of a modification (Part 21J-approved organisation and test laboratory), the production of test prototypes (Part 21G) and the implementation of the modification on an aircraft (Part 145) as well as the provision of EASA Form 1 for new components. The company obtained its most recent approval in the summer of 2014 and since it officially introduced its full-cycle modification offer to the market in 2015, the capability has already been gratefully recognised by 23 customers. "This is certainly a unique component of our business," the company insists. "Our experience shows that customers appreciate our turn-key solutions for cabin modifications, for example, where we can make structural changes, offer a choice of materials, test them for fire-resistance, make all the necessary purchases - and finally arrange for a convenient slot for the customer at our hangar," the company explains, referring also to the specific example of the process of producing new passenger seat covers - from blueprint to putting them on the seats. The same principle and practice applies to individual aircraft components, built or sourced from scratch to installation, and the possibility of ordering and receiving an additional piece of the same component within a matter of days. In all, Sibir Technic holds a dozen certificates and approvals from the relevant aviation authorities in Russia, Europe, Bermuda, Aruba, the USA and several CIS states, as well as an EN 9110 certificate, but is ceaseless in the expansion of its credentials. Typically, on the agenda are several new projects under its Part 21 approval, which include the production of plastic components (as found in seat backs, folding tables etc) by using the process of vacuum thermoforming, and the production of metal 'suitcases' for storage lockers, PU foam cushions and laminated seat covers. GROWTH POINTS As part of the S7 Technics holding, Sibir Technik aligns its plans with the parent's general business development strategy. The previous five-year roadmap outlined by the parent company in 2011, helped the Novosibirsk division drive up its revenue by a factor of 2.8 times. The latest strategy targets substantial growth until 2025 and the group's analysts have determined that one of the areas with big potential in terms of market and margin is components maintenance. "Comprehensive customer service in aircraft maintenance means maintaining not just the airframe, but also repairing specific components and units where necessary. [Having the capability to offer] such services is a serious competitive advantage," the company notes. There are several endeavours Sibir Technics is developing in this respect, including maintenance of emergency and hydraulic equipment, and parts of electrical, communication, oxygen and fire protection systems. To maintain pace with MRO industry developments, the company is currently implementing the Swiss Aviation Software's AMOS solution and the corporate management system Pilot-ICE Enterprise, which is provided by Russian engineering IT developer Ascon. It is also researching laser technologies for repairing composite aircraft structures and robotics for inspection of those parts to which access is complicated. Development plans also require bringing in more engineering and technical staff for the coming winter season, as the period between October and April is the traditional 'hot time' for the Russian MRO sector. Consequently, one more line has been launched in the hangar allowing for simultaneous base maintenance of four aircraft. Implementation of lean production principles is in full swing. Last year Sibir Technic was proudly responsible for some 31 per cent of S7 Technics' total throughput. The number of man-hours reached 635.8, showing a 17 per cent year-on-year increase and a 30 per cent improvement over the five-year period. This year the growth is projected at 10 per cent. http://www.rusaviainsider.com/insight-s7-technics-holding-mro-services-novosibirsk/ Back to Top ARSA Urges SBA Review of FAA's Unfair ICA Enforcement WASHINGTON - The Aeronautical Repair Station Association (ARSA) has filed a comment with the U.S. Small Business Administration National Ombudsman's office urging it to review the Federal Aviation Administration's (FAA) inconsistent enforcement of rules relating to instructions for continued airworthiness (ICA) (i.e., maintenance manuals). The ombudsman's mission is to assist small businesses that experience excessive or unfair federal regulatory enforcement actions, such as repetitive audits or investigations, excessive fines, penalties, threats, retaliation or other unfair actions by a federal agency. ARSA's comment (effectively a complaint designed to initiate the ombudsman's review of an issue) requests that SBA investigate the FAA's aggressive enforcement of the requirement that repair stations possess "current" versions of maintenance manuals (14 CFR. § 145.109(d)) while the agency fails to enforce the regulation requiring design approval holders (i.e., manufacturers) to create and make that same maintenance data available (14 CFR. § 21.50(b)). Due to this inequity, many repair station small businesses face unnecessary administrative and financial burdens and significant loss of business opportunities. While the ombudsman's office does not have the authority to change FAA policy, it can investigate small business issues and work with regulatory agencies to resolve matters. Additionally, the ombudsman's annual report to Congress highlights unfair regulatory activities and can lay the foundation for legislative queries and action. "ARSA has attempted to work with the FAA for more than three decades to bring consistency to the agency's application of its ICA rules. Unfortunately, our concerns have failed to illicit serious consideration or any discernible action," ARSA Executive Director Sarah MacLeod said. "We're left with no choice but to use every available avenue to spotlight the agency's failure to act and to make other agencies in the executive branch and the Congress aware of how FAA's inequities are hurting small businesses," MacLeod said. ARSA has developed a toolkit to assist individual companies in filing similar comments with the SBA national ombudsman. It is available at bit.ly/SBA-ICA-Comments. To review ARSA's complete comment, click here. ARSA is the only association devoted to the unique needs of the global civil aviation maintenance industry. It is dedicated to helping member companies operate more efficiently and effectively, while continuing to ensure the safety of aircraft worldwide. To learn more about the association's work on behalf of both industry stakeholders and the flying public, please visit ARSA.org. https://www.aviationpros.com/press_release/12427460/arsa-urges-sba-review-of-faas-unfair-ica- enforcement Back to Top STS Launches Ground Support Equipment Services Division STS Aviation Group has firmed up its presence in the aircraft ground support equipment segment by forming a dedicated division offering maintenance, refurbishment, spare parts and warranty services of the equipment. The Melbourne, Florida-based company has established STS GSE Services, which will undertake GSE repairs from its hangar in the sunshine state. In addition, it will also offer the repairs across its line maintenance network, which totals more than 30 stations across the U.S. and the Bahamas. STS Aviation group president Mark Smith will oversee the new division alongside Gabriel Girard, who is promoted from his former role as operations manager of STS Mod Center to director of operations for STS GSE Services. According to Smith, the move into GSE repairs was a logical one. "It just made sense," he told MRO-Network.com. "We do a lot of aircraft repair and modification work out of our facilities in Melbourne and Kansas City. In addition, we have a growing line maintenance network across the United States and the Bahamas, and customers kept asking if we could help service ground support equipment." Customer demand also varies across many types of GSE equipment, which STS already carried out repairs for before setting up a focused division. "We're already performing a good deal of maintenance work on aircraft tugs, belt loaders and baggage carts," Smith says. "We will continue to service, provide parts for and offer extended warranty services on a wide variety of ground support equipment; everything from fueling trailers to aircraft jacks. Nothing is off the table." While growth targets are in place, Smith says the immediate goal of STS is to place dedicated GSE teams across its line maintenance locations. The placement of staff will be carried out at the request of customers as well as at select stations where internal support is required, according to Smith. "We aren't there quite yet, but we do plan to offer GSE support at several stations in the very near future," he says. The global expansion of GSE services is also a future possibility. "We have teams in Ireland, the UK, Singapore, Turkey and China, and if we can extend GSE support to those markets in a fiscally intelligent way, I guess we'll cross that bridge when we get there." https://www.mro-network.com/maintenance-repair-overhaul/sts-launches-ground-support- equipment-services-division Back to Top First Biofuel Flight in South Asia Resonates During Cost Crisis The first biofuel technology demonstration flight ever performed in South Asia on August 27 served as a reminder of how the fast increasing price of turbine fuel has come to hurt yields among several Indian airlines. At the event, Indian Minister for Road Transport and Highways Nitin Gadkari said such awareness will soon lead to a policy on biofuels derived from non-edible oils for powering jet, marine and road engines. The fuel for the 55-minute flight in a SpiceJet Bombardier Q400, performed under its "Green Miles" initiative, consisted of a blend of 75 percent aviation turbine fuel and 25 percent biofuel derived from Jatropha seeds and produced by the Indian Institute of Petroleum. Gadkari said the biofuel policy will call for a 12-year program involving identification of areas for farming, incentivizing farmers to grow the crop on a continuous basis, setting up the industry, and transfer of technology for industrialization. Meanwhile, the airlines continue to struggle financially. The depreciation of the Indian rupee and taxes places "great stress on the aviation sector," said SpiceJet chairman and managing director Ajay Singh. Domestic Indian carriers pay for maintenance, leases, purchases, and fuel in U.S. dollars. "Presently, there are issues of rapid growth and lack of infrastructure, and excess capacity with major carriers chasing the same routes," Singh added. "We need a 10- to 15 percent increase in yields to cover costs." Singh told AIN that ancillary revenues from sources such as selling food in-flight accounted for 17 percent to 18 percent of earnings, far less than the global industry's average. As online retail in India grew by 22 percent, to $17.8 billion in gross merchandise value in 2017, belly space in airlines has become limited. In response, SpiceJet might soon announce plans to operate a converted Boeing 737 freighter to serve satellite cities or an international destination in South East Asia, a cargo official told AIN. SpiceJet's plight reflects a generally dismal financial state of Indian airlines. Fellow Indian domestic carrier Jet Airways, which generated a loss of more than $199 million loss in its first fiscal quarter ending June 30, plans more than $300 million of cost reduction measures over the next two years, targeting maintenance, distribution, fuel consumption, debt and interest, and manpower productivity. The effects of the depreciation of the Indian currency and the aggressive fare environment has even hurt successful budget carrier IndiGo, which suffered a 97 percent decline in profits year-over- year last quarter. National carrier Air India, carrying debt of more than $7 billion, cannot find buyers and is said to be operating under financial duress. https://www.ainonline.com/aviation-news/air-transport/2018-08-28/first-biofuel-flight-south-asia- resonates-during-cost-crisis Back to Top CityJet Discontinues Scheduled Services Marketed Under its Own Brand In recent years CityJet has transitioned from being an airline serving scheduled markets under its own brand to becoming a provider of capacity to customer airlines throughout Europe. Today CityJet announced that effective from October 27th it will no longer operate scheduled services marketed under its own brand. Also announced today was a leasing arrangement between Aer Lingus and CityJet that will see CityJet provide two aircraft to Aer Lingus to operate the Dublin-London City route. Commencing 28th October, Aer Lingus will operate six daily round trips from Dublin to London City Airport on weekdays, with a reduced service at the weekend. The leasing arrangement between the two airlines, known in the aviation industry as an ACMI lease, will see CityJet provide aircraft (namely two Avro RJ85 aircraft), crew, maintenance, and insurance to Aer Lingus for the purpose of operating the Dublin-London City route. The aircraft in Aer Lingus livery will be configured in single cabin layout. This expansion will enable Aer Lingus to increase its operations between the two capital cities to up to 50 daily flights. Dublin London is the busiest international air route in Europe. Stephen Kavanagh, CEO, Aer Lingus said of the announcement: "We are delighted to be entering into this agreement with CityJet. Aer Lingus is on an ambitious flight path and working with Pat and his team will allow us add to our extensive services to London Heathrow and London Gatwick. The Dublin to London City route will facilitate further business flows between Dublin and London and the service will provide those wishing to travel seamlessly from the heart of London City to North America with a very attractive connecting proposition, including US customs and immigration pre-clearance." Pat Byrne, CEO, CityJet said: "In recent years we have transitioned CityJet from being an airline serving scheduled markets under its own brand into becoming a provider of capacity to customer airlines throughout Europe. We are delighted to now add Aer Lingus to our growing list of flying partners. CityJet now employs almost 1,300 people and has a fleet of 45 aircraft flying on over 200 routes across Europe from our crew bases in Amsterdam, Brussels, Copenhagen, Dublin, Helsinki, London, Paris, Stockholm, Tallinn and Vilnius. "CityJet was one of the first airlines to launch services to London City Airport in 1994 having recognised the convenience and strategic importance of the airport located on the doorstep of London's financial district. We would like to sincerely thank our loyal customer base who have flown with us over the years and we look forward to continuing to deliver great service to them and Aer Lingus on the route between Dublin and London City". Robert Sinclair, Chief Executive Officer for London City Airport, said: "The Aer Lingus brand is an Irish icon - trusted and recognised across the globe - and a very welcome addition to London City Airport, returning after 15 years to operate our third busiest route, through a new partnership with CityJet. "Not only will Aer Lingus provide our Dublin passengers with an excellent service, but thanks to its well-established route network, the airline offers LCY customers the option to fly long-haul to 13 destinations in North America via quick and convenient connections at Dublin Airport. This is the latest development in London City Airport's new aviation strategy, adding both point-to-point routes and multiple daily flights with leading European airlines to and from major hub airports, enhancing London's connections to the world for both business people and tourists, thus making the capital's most central airport an even better option for all. This exciting partnership also gives scope to further build upon our long-standing relationship with CityJet, as their strategy continues to focus on providing capacity for leading airlines." http://aviationtribune.com/airlines/europe/cityjet-discontinues-scheduled-services-marketed- under-its-own-brand/ Back to Top Ex-SpaceX engineer and NASA astronaut candidate decides he doesn't actually want to go to space Some humans will fly into space, but a much larger group never will. That later group includes just about all of us, and while you probably couldn't possibly pay me enough money to ride a rocket into the sky, there's plenty of people who would absolutely love the opportunity to do so. When someone gets that chance they almost universally take it, but for the first time in over half a century a NASA astronaut candidate has decided to step down before every spending a second in space. Robb Kulin, a 35-year-old ex-SpaceX employee, was included as part of NASA's new astronaut candidate class last year. At SpaceX, he was in charge of flight reliability, and all signs pointed to him being a great fit for the US space program. t's not clear why Kulin is stepping down. He hasn't made a statement and the only word out of NASA is that he decided to leave the astronaut training program due to "personal reasons." That's completely understandable, of course, as there's plenty of reasons why someone might decide they don't actually want to ride a rocket off of planet Earth. As collectSpace explains, the process of actually moving from the astronaut candidate class to flight-ready status isn't easy. Would-be astronauts have to prove that they are physically capable of dealing with the rigors of space, and the amount of information packed into their brains is immense. SCUBA certification and survival training are just a couple of the things the trainees have to complete before NASA even thinks about sticking them in an astronaut's seat. Despite the hardships of the training, very few astronaut candidates step down of their own will. The most recent example was John Llewellyn, a candidate who decided to withdraw from the training program way back in 1968, just a year after being selected. At the time, NASA said that Llewellyn was having trouble staying up to speed with the training, but we know even less this time around. Whatever the case, Kulin is obviously a brilliant guy with a bright future. That future just won't include a stay in space. https://bgr.com/2018/08/28/nasa-astronaut-candidate-quits-training-program/ Curt Lewis