Before my taster session in the simulator, Domenic Di Iorio, global head of Training, captain and instructor Phenom 300 Flight Operations, CAE made the introductions. Installed in February and welcoming its first trainee pilots in March, the full flight simulator is the ninth Phenom 300 installation operated by Embraer and CAE as part of their joint venture Embraer-CAE Training Services (ECTS) launched last year.

The new simulator – Number 9 – is the second in Europe and follows the installation of other Phenom 300 simulators in Dallas, Texas and Las Vegas, Nevada. The Burgess Hill simulator is the second to last in a line of eight full flight simulators at the facility. (Elsewhere in the building is another line of eight simulators dedicated to a range of different aircraft types). There are two Phenom 300 sims in the Burgess Hill facility.

FAA authorisation

The simulator is certified by three authorities: the UK Civil Aviation Authority (CAA), Transport Canada Civil Aviation (TCCA) and European Union Aviation Safety Agency (EASA). Federation Aviation Administration (FAA) authorisation is expected on the Burgess Hill simulator within the next year.

Corporate and owner pilots undertaking initial training on the Phenom 300 will follow an approved training curriculum for issue of a type rating, as required by regulators and operators. Initial training can be from 40 to 100 hours ground training, with a combination of classroom and online training. That’s typically followed by 16 hours as pilot flying (PF) and then 16 hours as pilot not flying (PNF). The Phenom 300 simulator is used for used for both initial and recurrent training.

The flight simulator uses approved aircraft flight data and must meet regulatory requirements with an initial simulator qualification followed by yearly simulator requalification. It’s housed in a fully articulated space accommodating a cockpit, behind which is a flight control consol and additional seating for two trainee pilots.

So how realistic is the simulator? LaRosa who filmed 800 hours of aerial footage for the two-hour movie should know. The aerial sequences were filmed from a converted Phenom 300 camera ship with a gimbal-mounted film camera on the nose and a still camera aft of the cockpit. The aircraft is owned by LaRosa’s friend and business partner Jonathan Spano. (Incidentally, LaRosa is the only non-military pilot to be cleared for a 240-knot (276 mph) flyby over the deck of the Nimitz-class, nuclear-powered super carrier US Theodore Roosevelt, as part of the movie filming).

‘An almost perfect match’

“The Phenom 300 simulator is an almost perfect match for the real aircraft,” LaRosa told CJI. “While the visuals are not perfect, they are amazing. The movement of the simulator is very accurate.”

He’s equally impressed by the Phenom 300 aircraft. “It’s a super capable aircraft – and like any aircraft it’s really all about the training,” adds LaRosa. Powered by two Pratt & Whitney Canada PW535E engines, the Embraer jet is rated for single pilot operations and can carry up to 10 passengers. It has a maximum speed of 533mph and a maximum range (with four passengers) of 2,010 nautical miles. About 700 are in operation worldwide.

Back in the simulator, I’m working hard. LaRosa let me follow him on the controls as we took smoothly off. He then turns the aircraft over to me for some gentle climbing turns to the left before descending to trace the course of a valley floor.

Sitting behind us in the simulator is Di Iorio – a 40-year-plus veteran of CAE with more than 1,000 hours on type in his logbooks. Today, he is playing the role of Air Traffic Control giving us clearances. In addition to his own currency training on the simulator, Di Iorio also acts as both an instructor and examiner on type.

Engine fire

Towards the end of our ‘flight’ back to the ‘airfield’, he slips seamlessly into the role of tormentor-in-chief. Without warning, he randomly announces the discovery of an engine fire in our port engine.

LaRosa immediately takes control and starts the word-perfect emergency engine drills. Right engine shut down and ignite fire extinguisher, single-engine operating speed and configuration together with emergency radio calls before touch down. It all goes flawlessly. But the full flight simulator is so realistic, and I’m so invested in the simulated emergency, I couldn’t dispel that haunting feeling of queasiness.

If you enjoyed reading about this taster flight simulator session, buckle up for a ride in the real Phenom 300 camera ship that LaRosa used to film the aerial sequences in the latest Top Gun movie. Published in Corporate Jet Investor Quarterly, we ride with LaRosa as he recalls how the camera ship was born and the challenges of filming a Boeing F/A-18E/F Super Hornet from a business jet.

The CAE Phenom 300 simulator is located at CAE’s Burgess Hill facility, West Sussex, UK.

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With this arrangement, Azzera will supply a portfolio of carbon credits rated through Azzera’s Impact Score. The engine manufacturer’s Carbon Offset Service is available to all Pratt & Whitney Canada-powered aircraft including business jets, helicopters and regional and general aviation aircraft. 

“Our collaboration with Pratt & Whitney Canada underscores our shared commitment to driving sustainability in the aviation sector,” said Puja Mahajan (pictured right), CEO and co-founder of Azzera. “The Azzera Impact Score ensures that the carbon credits provided are both high-quality and have verified and significant environmental impact. Working with customers such as Pratt & Whitney Canada, we are making it easier for aircraft operators to not only offset their emissions but also to understand and quantify the positive environmental impact of their contributions.”

The Azzera Impact Score serves as a quality assurance measure for carbon credit projects. It addresses concerns in the voluntary carbon markets regarding the validity and impact of carbon credits, offering a tangible and auditable metric that mitigates the risk of greenwashing.

“We are committed to providing our customers a seamless way of offsetting aviation carbon emissions,” said Irene Makris, vice president, Customer Service, Pratt & Whitney Canada. “Through our arrangement with Azzera, we provide our customers with a means to compensate for their aviation emissions and help them ensure the quality of their sustainability investment. We are focusing exclusively on CORSIA-eligible credits, adding an additional layer of due diligence to our Carbon Offset Service.” 

Azzera will be showcasing its products and services at Booth J37 during this year’s EBACE in Geneva, Switzerland.

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The facility, equipped with a built-in overhead crane for engine changes and other heavy complex work, changed the number one engine, which was then shipped out for engine repairs.

“Chinese Falcon operators previously had to send aircraft to Shanghai or more often it went overseas for engine changes,” said Paul Desgrosseillers, general manager of ExecuJet Haite. “However, after this most recent event we have now demonstrated that it can be successfully performed at our Tianjin facility.”

The MRO facility has a track record of Rolls-Royce and GE engine changes for other aircraft types, such as Embraer Legacy and Embraer Lineage aircraft. ExecuJet Haite performs line and base maintenance on the 7X and 8X. It is certified by the CAAC as well as by international regulators: US FAA, European Aviation Safety Agency, Bermuda, Cayman Islands, San Marino among others. Falcon 7X and 8X  trijets are Dassault Aviation’s most popular aircraft types in China.

Dassault Aviation recently renewed ExecuJet Haite’s authorised service centre (ASC) status for another three-year term.

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Certification concludes a test campaign of more than two years for the large-cabin business jet, during which it logged 1,500 flight hours worldwide. The first Falcon 6X aircraft are now undergoing final completion before delivery to customers later this year.

Gaining the twin certifications was a remarkable milestone, according to Eric Trappier, chairman and CEO, Dassault Aviation. “We would like to recognise the EASA and FAA certification teams for their commitment in this demanding process and our customers for their confidence. The Falcon 6X is the first brand new business jet to comply with the latest regulations, which will enhance the safety and security of all new aircraft.” 

The 5,500nm (10,200km) Falcon 6X combines the best qualities of Dassault Aviation’s business and fighter aircraft expertise to create the longest-range jet in its class with unparalleled passenger comfort and maximum mission flexibility, said Trappier.

The $52.75m jet is powered by two Pratt & Whitney Canada PW812D engines. The aircraft has a maximum speed of 594mph (956kmh) and has a maximum cruise attitude of 51,000ft.

The first Falcon 6X deliveries were rescheduled to take place in mid-2023, after Covid delays prevented the original delivery target of the end of 2022. The aircraft was rolled-out on December 8th 2020 and its maiden flight took place on March 10th 2021.  Transport Canada issue a type certification for the PW812 engine on November 30th 2021.

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The Series III includes larger tyre sizes, measuring 29 inches and a higher landing weight of 7,255lb (3,290kg). The new model also has a lower zero-fuel weight, enabling a larger payload, designed to benefit charter and business flights, special missions and humanitarian operations.

As part of the upgrade, Series III aircraft offer the eight-seat Executive Edition cabin with club-type seating for passengers, air conditioning with controls for both the cockpit and cabin zones, plus an increased oxygen capacity. Another option is enhanced quality exterior paint. All Series III aircraft carry an extended three-year warranty.

Flight safety upgrades include the first integration on a Kodiak of Garmin’s GWX 75 Doppler-capable, fully stabilised colour weather radar. Its high-definition colour palette is said to enable more detailed contouring of storm cells. These are in addition to the range’s standard equipment that includes Garmin’s G1000 NXi fully integrated flight deck, GFC700 autopilot with full envelope protection and level mode, an angle of attack (AOA) indicator, SurfaceWatch runway monitoring technology, ChartView-enabled card and the Synthetic Vision Technology for virtual flight reference.

‘Capable, comfortable and maintainable’

A Daher spokesman told Corporate Jet Investor: “When Daher acquired the Kodiak product line in 2019, the company committed to maintaining its strategy of continual improvement – as regularly applied to the company’s TBM very fast turboprop aircraft family. Using the resources of Daher and the Kodiak team in Sandpoint, Idaho, the Series III represents the next step in Daher’s strategic plan for Kodiak, ensuring the aircraft is even more operationally capable, comfortable and maintainable.”

Commenting on the launch, Nicolas Chabbert, senior vice president of Daher’s Aircraft Division and CEO of Kodiak Aircraft said: “With these latest upgrades and quality improvements, the most modern, rugged, and reliable aircraft in its class is now even better with the Kodiak 100 Series III. This latest version underscores Daher’s commitment to continual improvement for its airplane family and further aligns the Kodiak’s attributes with those of our TBM very fast turboprop aircraft.”

All Kodiak 100 Series III aircraft can be equipped with floats for seaplane operations. A skin gap fillet sealant, fitted as part of an anti-corrosion process, provides protection particularly in high salinity environments.

The aircraft’s versatility made the model a good fit for business aviation consumers post Covid-19, according to the spokesman. “The Kodiak provides a great way to get out of the city, enabling trips to regional and local airports while also opening the possibility of flying into uneven and unimproved runways – as well as operating on water in its amphibious version,” said the spokesman.  “Private transportation is an increasingly attractive alternative to airline travel, and the Kodiak’s ability to accommodate up to 10 people while operating with turbine-power efficiency and single-engine costs make the aircraft an extremely efficient solution.”

Single-engine costs

The OEM marked the launch this week with the delivery of the first Kodiak 100 Series III to Rick and Adam Ross in Sandpoint, Idaho. “Rick Ross runs a business with multi-location industrial facilities, so the Kodiak will provide access to visit these locations and the flexibility to see customers – without the added complication of using airlines, especially in today’s stressed-out commercial air travel market,” said the spokesman.

In addition to business flights, the Series III will be heading for back country locations, as the family are avid outdoors people. The new owner selected the Kodiak eight-seat Executive Edition cabin, with club-type seating for passengers, air conditioning with controls for both the cockpit and cabin zones, plus increased oxygen capacity. Later in the week, Daher handed over a second aircraft to another owner/operator.

Kodiak 100 Series III aircraft qualify for a four-year Kodiak Care maintenance programme, which covers scheduled maintenance up to the fourth annual inspection or a total flight time of 1,000 hours – whichever comes first. Also included is Pratt & Whitney Canada’s Gold-level ESP Maintenance Program for the PT6A-34 turboprop engine, along with one year of CAMP Systems maintenance tracking and one year’s subscription for Garmin’s NavData electronic database. The new model follows the Series II version launched in 2018.

The base price is $2,278,750, which includes the four-year maintenance programme, full avionics, cargo pod, TKS, 29-in tires and other items. The price for the Executive Edition package is $2,632,996.

Kodiak 100 Series III turboprop – at a glance

• – Larger tyre sizes (29 in)
• – Higher landing weight 7,255lb (3,290k)
• – Lower zero-fuel weight
• – Larger payload
• – Eight-seat Executive Edition cabin with club-type seating for passengers
• – First integration on a Kodiak of Garmin’s GWX 75 Doppler-capable, fully stabilised colour weather radar
• – Base price is $2,278,750.

Top: Kodiak’s chief demo pilot Mark Brown (left) hands the key of the first Kodiak 100 Series III aircraft to Rick Ross at Sandpoint, Idaho. The Kodiak will be used for business trips and flights to the back country.

Bottom: The new owner selected the Kodiak eight-seat Executive Edition cabin, pictured below.

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“I’m reading a lot about charter being up and we are seeing those same metrics coming in through our operators,” Dobbins told Corporate Jet Investors Town Hall online meeting. “That dovetails into the charter market being really hot right now.” Watch Dobbin’s comments about turbo prop utilisation rates via the link below.

“Because of the depth and breadth of our product line, we get to see these different markets – from turbo props to turbo fans and turbo shafts in helicopters,” he added. “Each market segment has behaved differently.”

The turbo shaft segment in helicopters “hasn’t wavered” reflecting the engines’ use in aircraft operated by the emergency medical services and municipalities.

The ultilisation of small and medium-sized business jets are not quite back to where they were before the Covid-19 pandemic but almost within single digits of that figure. In the large jets category, there was still a lag.

“We think once the country-to-county travel restrictions open up, large cabin aircraft will be back as strong as the lower and medium segments,” said Dobbins.

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StandardAero has provided full service support for the PT6A-68 since 2013, but is now in the process of transferring its support of the engine model to its Summerside facility, as part of the company’s Center of Excellence (COE) activity, announced in May 2018.

As part of the COE activity, StandardAero has been transitioning its PT6A and PW100 maintenance, repair and overhaul (MRO) activity to the Summerside site, which has become the company’s center of excellence for turboprop engine MRO on the two engine programs. The Winnipeg facility has, in turn, become StandardAero’s COE for all helicopter engine MRO services, while also continuing to expand its support of the CFM International CFM56-7B and GE Aviation CF34-3/-8 turbofans.

StandardAero’s PEI facility, located in Slemon Park adjacent to Summerside Airport, is in the process of expanding its shop floor area by 30% to 130,000 sq. ft., while simultaneously hiring 80 more employees. Phase 1 of the Summerside expansion is now complete, with Phase 2 expected to be wrapped up by the end of the year. The PT6A COE activity has seen the Summerside facility add approximately 150 new customers to its operator base, all of whom will enjoy the same responsive, cost-effective support for which the location has become famous within the industry.

The Winnipeg facility continues to provide full PT6A service center support, up to and including hot section inspections. StandardAero also retains three additional PT6A DOF facilities worldwide, in Brisbane, Australia; Johannesburg, South Africa;  and Gonesse, Paris, France. These overhaul locations are supported by PT6A service centers in Calgary and Winnipeg, Canada;  Atlanta, Dallas and Pittsburgh, USA;  Bournemouth, UK; Tilburg, Netherlands;  and Nairobi, Kenya. In addition, Gonesse also remains a major PW100 overhaul location for customers worldwide, supported by PW100 service center locations in Brisbane, Bournemouth, Calgary, Dallas, Johannesburg, Nairobi and Tilburg.

“The on-schedule expansion of our Summerside turboprop engine MRO center of excellence demonstrates our continued commitment to our civil, governmental and military operator base,” said Peter Turner, President of StandardAero’s Airline & Fleets business unit. “The induction of the first PT6A-68 trainer engines is a further indication of the progress made by the Summerside team, as it further expands its support of the global PT6A operator community.”

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In July 2018 NORDAM entered into Chapter 11 administration, following a protracted contract dispute with Pratt & Whitney Canada, which makes the engines that power the new Gulfstream aircraft.

NORDAM supplies the engines nacelles to Pratt & Whitney Canada. Nacelles are the engines casings.

Under the terms of the agreement, Gulfstream will pay NORDAM $18 million that will allow it to begin manufacturing the nacelles again.

NORDAM stopped production of the nacelles in early July.

“After months of unsuccessful attempts to resolve a contract dispute with Pratt & Whitney Canada, we have suspended production on the Gulfstream G500/G600 aircraft program where NORDAM has developed and is producing the aircraft’s nacelle system components,” said Meredith Madden, CEO of NORDAM, in a statement issued to Corporate Jet Investor at the time.

In court documents filed on September 4, NORDAM says that it met with Gulfstream on August 22.

During the meeting it was agreed that Gulfstream would assume $18 million in outstanding payments and costs in connection with the nacelle program, and, in return, NORDAM will grant it a fully paid royalty from intellectual property licences for the nacelle program.

“Suspending a customer’s program and impacting them, their customers, our stakeholders and supplier/partners is not something that should ever happen. My family and I, as well as the entire NORDAM family, are forever grateful to Gulfstream for stepping into the situation and leading us to a successful settlement.” Said Ms. Madden in a statement issued to Corporate Jet Investor on September 5.

NORDAM will now resume begin the manufacturing process for the nacelles again.

“This solution, that we were able to quickly reach with Gulfstream, will reduce the impact of the temporary suspension and allow all program activities to resume. I am also deeply grateful for the support of our stakeholders, our supplier/partners and our banks. I know the reorganization process has created significant worry and anxiety for everyone concerned. This settlement agreement is the best outcome for everyone involved. Gulfstream gets to build its business jets; it allows NORDAM to continue under our family’s ownership and leadership; it secures our stakeholders and company’s future and allows us to pay all of our suppliers, continuing our strong relationships with them. “ said Ms. Madden.

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Answering a question during General Dynamics’s second-quarter investor-relations call, Ms Novakovic said “…the current issue will have some impact on our deliveries to some extent this year, but it is solvable. Let’s remember that the (34:30) as manufactured and designed was approved through the FAA certification process. We are confident in that the parties will expeditiously resolve their dispute.”

Ms. Novakovic would not elaborate on the exact impact but did later say that Gulfstream’s margins will go up and its earnings will be flat in 2018.

NORDAM and Pratt & Whitney are locked into a dispute regarding an issue in the contract NORDAM has to supply engine nacelles to Pratt & Whitney Canada.

Both companies say they have been trying to resolve the issue, however in early July NORDAM stopped production of the nacelles. It then filed for Chapter 11 bankruptcy protection on July 23, saying that the voluntary filing was supported by its bank lenders who will continue to support the company’s day-to-day operations.

Gulfstream received both the type and production certificates for the G500 on July 20, paving the way for the first delivery, as well as serialised production of the aircraft.

The company says it will deliver the first G500 by the end of this year ’s third quarter.

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The filing only affects NORDAM’s US operations, not its international operations or affiliates.

The voluntary filing will help the company reorganise and is supported by NORDAM’s bank lenders who will continue to support the company’s day-to-day operations.

In a statement issued on 23 July, the company’s CEO Meredith Madden said: “This court filing is not what we wanted to do, but it is what we had to do. It is the best path forward for our company because it allows our business to operate without interruption.”

NORDAM says that its filing comes after a protracted contract dispute with Pratt & Whitney Canada over engine nacelles for the Gulfstream G500 and G600.

Earlier in July the firm announced that it had suspended production of the nacelles, saying that it had spent months trying to resolve the issue:

“After months of unsuccessful attempts to resolve a contract dispute with Pratt & Whitney Canada, we have suspended production on the Gulfstream G500/G600 aircraft program where NORDAM has developed and is producing the aircraft’s nacelle system components,” said Ms Madden.

According to the statement, NORDAM has so far invested over $200 million in the G500 and G600 nacelle system.
“We are confident in our company and its future. We will emerge from the Chapter 11 process successfully, as an even stronger company,” said Ms. Madden.

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