All posts tagged 'Joe McDermott'

The Speedtwin and Upset Prevention & Recovery Training (UPRT)

No matter which sector of the aviation industry you work or play in, you will know the feeling upon seeing an aircraft type you just cannot put a name too. Well, I grew up assembling plastic Airfix kits, studying each new addition of The Observers Aircraft Guide, reading every new issue of Air Pictorial, Aviation News and countless other magazines to keep up with the latest developments. As I got a bit older regular visits to the big aviation show cases at Farnborough (UK) and Paris (France) helped keep me up to date with developments across the industry.

Nowadays it’s easier, it’s all on the internet, just Google or Wikipedia it or search YouTube. Except it isn’t, not always.

I was recently invited to oversee ramp operations at an air show support airfield. On looking at the list of acts I noted something new to me, a Speedtwin. Just what the hell is a Speedtwin? This led to much head scratching!

Further investigation via the web turned up a very limited amount on Wikipedia, and nothing on YouTube.

At the show I meet the demonstrator pilot and Managing Director of Speedtwin Developments Ltd., Malcom Ducker and fired off a barrage of questions about this unusual twin to which he gladly responded in detail.

The Speedtwin is a British designed and built light, twin-engine, 2 seat, tandem configuration aircraft that has superior performance, strength and flexibility when compared to other similar aircraft. Its superior maneuverability and twin-engine layout make it uniquely suitable for the soon to be introduced EASA and FAA requirement for all airline pilots to undergo Upset Prevention and Recovery Training (UPRT), as loss of control in-flight has become the No.1 single cause of air transport accidents.

The Speedtwin is the only fully aerobatic, civil, multi-engine aircraft around and is stressed to +6G and -3G, meaning it is tough and highly manuverable aircraft making it ideal for the UPRT role.

The Speedtwin’s short, rough field performance, twin engine configuration and economy make it highly suited for many other roles including maritime surveillance, border patrol and protection of remote industrial sites such as oil and gas installations.

It is specifically designed to operate from short, grass or desert strips hence the tail-wheel configuration, giving the operator great flexibility as it can be based anywhere there is 100 metres of dirt!

Visibility from the cockpit is superb and is an outstanding feature of this aeroplane. It is probably the best performing and safest aircraft in its class.

The example I examined is a prototype, made of aluminium with 2 x 205 hp engines and fixed pitch propellers, which is a bit like driving a car stuck in 3rd gear. Even so it has a good single engine performance, which means it is suitable for any over-water or other hostile terrain flying duties such as maritime surveillance, fisheries protection and other coastguard type duties. The production version will have constant speed props, which will enhance the aircraft’s performance significantly. It will be able to loiter on one engine while in the search area giving an endurance of more than 8 hours. The 400 litre fuel tanks give the aircraft a range of over 1000 miles or 1700km.

The aircraft has received UK CAA Permit certification and continues to be used for development and demonstration flying. Further investment is now required in order to achieve full EASA certification, which once received will enable the Speedtwin aircraft to enter commercial production.

Due to the relatively low cost of manufacture, (it is of all aluminum construction), the Speedtwin aircraft can be both competitively priced and highly profitable. It is estimated that the aeroplane can be manufactured for US$240,000, and sold for US$480,000.

Interest in putting the Speedtwin into serial production is mostly coming from China and the Middle East.

Malcolm Ducker flew Hawker Hunters in the Royal Air Force and was a training captain with Cathay Pacific Airways, flying Lockheed Tristars and Boeing 747-400s before seeking new challenges in aviation by taking on Speedtwin Developments Ltd

Malcolm says that the Speedtwin is a delight to fly and he enjoys flying it even more than the big Boeing and even the supersonic Hunter! No surprise for me there, as I walked up to him following one spirited demo flight I could not help but notice that he was grinning from ear to ear like a Cheshire cat!

The manoeuvres Malcolm make during his display included ½ Cubans, loops, barrel rolls, aileron rolls, Derry turns, wingovers and steep turns.

Photographs: courtesy of Frank Grealish, WorldAirPics.com

FBOs – Putting Ramp Skills to Good Use

High quality FBO staff training can lead to a secondary purpose, especially if your ground staff is truly dedicated, enthusiastic and proud of the skills and experience they have developed.

There are a few volunteer groups of aircraft marshallers who, in their spare time, take these skills and put them to work in a variety of ways.

In the USA there is the Commemorative Air Force – Marshallers Detachment which supports Commemorative Air Force air shows and other events across the country. The Marshallers Detachment members are mainly drawn from former military personnel or in many cases family members have served in the military. The Lone Star Flight Museum, based in Galveston, Texas, has a similar group of dedicated marshallers. Indeed, the CAF Marshallers Detachment and Lone Star teams work closely together at some air shows, most notably at Wings over Houston, a CAF annual show held at Ellington Field, Houston. Incidentally, the Lone Star Museum is in the process of moving to Ellington Field to avoid a repeat of the devastation suffered during Hurricane Ike.

In the United Kingdom the North Weald Marshallers group are based at the former Royal Air Force station of the same name. They support several very large general aviation events each year, including the Light Aviation Associations annual get together at Sywell where they can have 1000+ movements over the four day event.

In Ireland we have Follow Me - Aircraft Marshallers (FM-AM), a small group (just ten members) of professional aircraft marshallers drawn from FBOs, retired FBO or airline staff (Landmark Aviation, Signature Flight Support, Universal Aviation, Weston Aviation, Aer Lingus) , who provide Aircraft Marshalling and Oversight of Airside Operations Areas for special aviation events, Fly-Ins, Air Shows and Open Days. More used as Ground Handling Agents to marshalling or towing Hawkers, Falcons, Gulfstreams, Boeing Business Jets and helicopters of every size, into tight spaces in all weather conditions, they have developed procedures and training to cover not only warbirds, but Class A light aircraft, micro lights and helicopter operations and are proficient at overseeing multiple ramps, e.g. Display Ramp, Visitors Ramp, Rotary Ramp, Refuelling Ramp, Disabled Pilots Ramp or Special Requirements Ramp.

It's Safety First Every Time! Follow Me-Aircraft Marshallers have been trained to international standards at their base FBOs, under the NATA Safety 1st - Professional Line Service Training (PLST) program operated by the National Air Transport Association or other approved safety training systems which are compliant with Irish Aviation Authority Ramp Training Regulations. Apart from aircraft marshalling PLST training covers aircraft ground servicing, fuel servicing, towing procedures, fuel farm management, fire safety, emergency procedures and aviation security with bi-annual recurrent training in place. A small number of members with no ramp training have been inducted since 2015 and they have been put through a mentored based training program. The first two trainees are expected to be signed off when the 2016 Winter Training and Recurrent Training Program is completed.

International Co-Operation: In 2011 Follow Me-Aircraft Marshallers received an invitation to join the CAF Marshallers Detachment at three of their events, TRARON (Training Squadron One) at Odessa Schlemeyer Field, CAF Air Show at Midland and Wings over Houston Air Show, all in Texas. Two senior members from the Irish group attended, underwent some integration training and were “patched”, signed off, the first non-USA marshallers to receive this honour!

Each year since, FM-AM have attended Wings Over Houston and worked the warbirds ramp alongside both CAF and Lone Star marshallers in what surely must be a unique trans Atlantic volunteer exchange of professional co-operation.

FM-AM has also been honoured by North Weald Marshallers with a number of invitations to cross the narrower Irish Sea to attend events in the UK.

I have no doubt there are other such volunteer groups across the globe and would be delighted to hear from them.

What’s in it for an FBO Manager or owner? Well, such coming together of like minded people can only result in the promotion of safety and professionalism within the FBO community. Ramp Ops staff who feel part of an extended professional group will bring a heightened sense of pride to their colleagues at your facility. So, if your staff show an interest in lending their free time and skills to support an aviation event in your region it could have a positive spin off benefit for your company.


Lone Star, CAF & FM-AM at Wings over Houston morning briefing.


FM-AM guide in B-29 Fifi.


Two FM-AM on the Tora, Tora, Tora Ramp


FM-AM team


North Weald crew


FM-AM were entrusted with Heli-Ops oversight for the Dalai Lama visit to Ireland


FM-AM Heli-Ops support

FBO Mergers and Acquisitions What Next?

Not unexpectedly, the subject of FBO mergers and acquisitions was one of the many talking points at this years’ EBACE, the annual European Business Aviation Conference and Expo, held at the end of May in Geneva, Switzerland.

The BBA acquisition of Landmark Aviation at the start of the year and subsequent rebranding as Signature Flight Support took many by surprise. Having divested itself of six Landmark locations, Signature still find themselves with 199 worldwide stations.

EBACE hosted the “Big is Beautiful” consolidation discussion with Mark Johnstone, Managing Director, EMEA region, BBA Signature Flight Support, Laura Pierallini of Studio Pierallini, Patrick Hansen, CEO of Luxaviation Group, Greg Thomas, President and Executive Chairman of PrivatAir and myself representing Global FBO Consult. Moderator was Taunya Renson-Martin. Looking at business aircraft management, the FBO sector and charter operations it became clear quite quickly that there was agreement among the panellists that mergers and acquisitions in the FBO sector will certainly continue for some time. Consolidation in the sector offers advantages of branding, purchasing power and economies of scale. For the smaller FBO chains or independents finding themselves sharing the ramp with a new or rebranded, well-funded competitor, it is not good news and can lead very quickly to a price “race to the bottom”.

 

And BBA are not the only movers in the FBO market place of late. Just a day ahead of EBACE, Dubai based JetEx announced that is has secured a tender from the Moroccan National Airports Authority to establish five new FBOs, the first such facilities in the North African country. It has already begun business aircraft ground support at Casablanca Mohammed V International Airport, Marrakech Menara and Rabat-Salé, where Swissport was also chosen to provide handling services. At the seasonal destinations of Agadir-Al Massira, and Dakhla, Jetex was named as the exclusive ground services provider. Jet Aviation, a General Dynamics company, seemed to be strongly hinting on their stand at two new locations to come very soon!

Luxaviation Group, new owners of well-established Execujet, Unijet (France), MasterJet (France), Abelag (Belgium), London Executive Aviation (UK), sound very bullish, so we can expect them to keep up the momentum for a while yet.

In the week following EBACE, French company Sky Valet announce it has completed the acquisition of JetBase, Portugal’s leading FBO network. JetBases’ ten FBOs, situated at the main Portuguese airports of Lisbon, Porto, Faro, Cascais and Beja, on the islands of Madeira, Azores and Cape Verde and in central Africa in Mozambique and Angola, will now operate under the commercial name of Sky Valet. This move follows on from the acquisition by Sky Valet in Q2 2015 of Gestair, Spain.

The addition of these new destinations consolidates Sky Valet’s international expansion strategy, which aims to create a network of FBOs located in the most iconic areas. The company already provides ground handling support services at Madrid, Barcelona, Gerona, Valencia, La Coruna, Santiago de Compostela, Palma de Majorca, Ibiza and Malaga airports. Dominique Thillaud, chairman of the management board of Aéroports de la Côte d’Azur (ACA) and Sky Valet, commented, “This acquisition allows us to expand our expertise across a new attractive area of the Iberian peninsula with a reach that even extends to Africa.”

Last April, Florida based Sheltair Aviation announced it had given its FBO network in the Sunshine State a major boost with the purchase the Tampa International Jet Center.

In the same month there were further notable indicators pointing to the continuing trend of aviation fuel suppliers actively expanding their services and branding across the industry, working closely with independent FBOs.

Skylink Services, the lone ground handling service provider for business aircraft at Cyprus’s Larnaca International, became the 52nd Diamond Service member of the World Fuel Services (WFS) Air Elite Network, the international group of FBOs established in 2011 from the remnants of the Avitat network.

WFS and Deer Jet Group expanded their eight-year relationship by signing a memorandum of understanding for the former to provide global aviation support solutions for Deer Jet’s eight FBOs in China and business aircraft handling subsidiary Honor Aviation.

Under the agreement, World Fuel Services will allow Deer Jet FBOs and Honor Aviation to accept its Avcard charge card for payment. More than 30,000 aircraft operators and pilots use Avcard worldwide for aircraft purchases such as fuel, ground handling and maintenance. Avcard is accepted at more than 7,600 locations in more than 190 countries.

If you consider the known facts, talk to key personnel, listen to the rumours, filter out the uninformed comments, you will get a broad sense of how the FBO sector will evolve over the next five to ten years. I believe mergers and acquisitions will be accompanied by co-branding, strategic partnerships and franchising. Realistically the worlds’ capitals and most major cities are fully populated by FBOs, restricting expansion for those not already present in these centres, with many airports restricting the amount of FBO licenses they will issue compounding the problem. Other factors to be considered are the forthcoming sale of a number of airports (France, Germany for instance) and the issuing of new FBO franchise agreements by governments (Morocco just completed, Oman in the process and many more in the pipeline). Right now Africa, Central and South America, India and some of the Pacific Rim countries are getting a lot of attention, maybe it will be from these regions that we will see the next exciting developments emanate!

Keeping your FBO customers happy

Whether you run a small regional airport GA FBO or a major BizAv corporate facility there are many things you can do to keep your customers happy, be they crew, owners or trip support providers.

Here are just a few often over looked areas worth considering:

Billing: Must always be prompt, transparent and complete. Airport fees such as landing, parking and security fees should be clearly displayed as such, ideally shown as a sub item, right up the top. FBO fees should always be accompanied by a full description. Third party fees, such as catering, taxis, chauffeurs etc. again should be in one section & accompanied by a full description. If a flight department or trip support service provider supplies special billing instructions they should be followed. Nothing is worse for a crew (billing wise that is) or trip support provider than a late or incomplete invoice. For the FBO, it can result in late payment, part payment and even loss of the customer. Every FBO needs to have a front line staff member in the billing loop as accounts department staff very often do not have any understanding of what happens on the ramp and probably could not care less. Almost every FBO I have consulted for was found to be losing out on significant revenue due to a disconnect between the services provided by the ramp agents and the accounts department processing of the bill.

Aircraft: All aircraft owners or flight crew are concerned about their aircraft while left on the ramp or in the hangar. Security, hangar rash (minor incidents involving damage to aircraft that typically originate due to improper ground handling in and around a hangar, other aircraft or objects on the ground) and FOD are a constant consideration. A well kept hangar and tidy ramp will always be noticed by pilots and will instil confidence.

Ramp staff: Your front line defence! Well trained, courteous and knowledgeable staff will always stand out. Clean, tidy and with matching uniforms suitably selected for ramp operations will catch the eye but also ensure your team are provided proper PSE and always ware/carry it.

Customer service: “Going the extra mile” is often cited as the mark of a good customer orientated operation. Frankly, the simple things come first, reading, understanding, confirming and carrying out the handling request instructions. Have everything in place and be ahead of the curve at all times. Get all of this right and it’s a great start. When the customer throws a curve ball, that’s when your team need to be able to fall back on training, back office contacts lists, excellent communication and a will to source a solution. Sometimes the customer will be unreasonable, looking for something that is just unavailable or not possible at that time. This is when team members get the chance to either pull out all the stops to comply with such a request or to fully explain why the request cannot be fulfilled and to explore all the alternatives. Above all, staff should try to anticipate clients needs, learn what specific clients likes, dislikes and patterns are for future reference.

Pet hates: Owners or passengers can react badly to staff for what they may see as over familiarization, inattentiveness, sloppiness, unkempt dress, cheap aftershave/perfumes or abrupt manner. Handling their baggage with due consideration is paramount. If an owner takes a dislike to a member or members of staff it can cause all kind of problems and can lead to a change of FBO and loss of business.

FOD on Your Ramp

Who is responsible for FOD detection at your facility? Do they really pay attention to the usually brief training given to them? Why should FOD awareness go all the way to the top of your organization?

Well, let’s take the last question first. If there is an incident as a result of FOD on your ramp the investigation will go all the way to the post holders/managers/CEO. Any such incident will result in expense, probably considerable being aviation related, maybe even go to court. And then there’s the inevitable increase in insurance premium to be paid. And that pretty much answers the first question too, “Who is responsible for FOD detection”. The second question “do they really pay attention” has several answers. During safety training most, but not all, will listen and some will learn. Few will put their training into practice for an extended period of time, especially if they do not see ownership of the FOD problem at all levels of an organization.

Ask yourself this question, is the marshaller expected to be the only person to carry out FOD checks? No, every single person using the ramp should be eagle eyed to the danger! Even when FOD is included in training, people tend to become more relaxed about FOD awareness as time goes by. To keep the ever present danger of FOD to the forefront of every staff members mind there needs to be visible and continuous leadership from all levels of management. Some FBOs, MROs and airports do this via a variety of methods, safety posters (move around often so they get noticed), weekly FOD sweeps by all staff lead by senior manager, circulating FOD reports, provision of FOD bins, to name a few.

So what is FOD, Foreign Object Debris or Foreign Object Damage?

You can’t have Foreign Object Damage without Foreign Object Debris!

FOD is taken to mean the debris itself and the resulting damage is referred to as FOD Damage.

FOD is an acronym used in aviation to describe both the damage done to aircraft by foreign objects, and the foreign objects themselves.

Foreign Object Debris (FOD) is a substance, debris or article alien to an aircraft or system which would potentially cause damage. Foreign Object Damage is any damage attributed to a foreign object (i.e. any object that is not part of the aircraft) that can be expressed in physical or economic terms and may or may not degrade the product's required safety or performance characteristics.

Some common and not-so-common examples of FOD I have come across:

  • Engineers tools
  • Screws, Locking Wire, Electrical Wire, Tape, Aircraft Parts
  • GSE and GSE Parts
  • Clothing, Uniform Items
  • Shotgun Cartridge
  • Trash Bags, Catering
  • Loose pavement & tarmac (especially after severe WX)

 

Airborne debris including: Bubble Wrap, Bailing Wire and Plastic Wrapping

 

Live FOD including: Rabbits, Hares, Dogs, Snakes and even a Cow

What damage can these do to an aircraft? Well, an Air France Concorde crashed in July 2000 following a tyre striking a thin strip of metal from a preceding DC-10 aircraft leading to a tyre blow out with sections of that tyre puncturing a fuel tank leading to the loss of all 109 souls onboard and four on the ground. In March of this year an EasyJet flight returned to the gate after a passenger alerted cabin crew to a spanner on the wing. This tool could have dropped onto the runway or become wedged in the flaps or ailerons. An explosion which grounded the last remaining airworthy Vulcan Bomber just prior to take off destroying two of the aircraft’s engine was due to ingestion of silica gel desiccant bags into the one of the engines on the port side of the aircraft. Debris was then sucked into a second engine. The silica gel bags are used to reduce moisture and were apparently left inside the engine by mistake.

So, even small items in the wrong place can cause death, injury or serious damage. All FOD comes from somewhere. People can take it directly onto the ramp, it can come in on the wind, blown from one area to another by jet blast or helicopter downwash, fall from an aircraft and can even be left there by aircrew. And then there is GSE left in the wrong place or not secured during high winds or the ever present menace, black chocks on black tarmac, in the rain, at night just waiting to trip up a marshaller or for an aircraft to taxi over them!

Let us not forget wandering aircraft. On shared ramps, if tying down aircraft in your charge in anticipation of high winds, do you check if the other FBOs plan to do the same? I witnessed on a ramp I work a few years back, a ramp agent securing aircraft ahead of an approaching storm. Running out of chocks he took a set from an impounded aircraft (not his FBOs responsibility), thereby leaving that aircraft free to wander the ramp once the storm got up, like a canon ball on the deck of one of the old sailing frigates! Needless to say myself and a colleague sources chocks for the aircraft elsewhere.

In conclusion, FOD is such an ever present danger and so often overlooked or ignored that specialist equipment has been developed to help control the problem. We will all have seen large vacuum sweeper truck patrolling ramps sucking up surface FOD, mostly these are basic road sweepers. Purpose built equipment for the aviation industry offer faster and more efficient methods of FOD detection and collection as they are specifically designed to collect all kinds of debris with airport ramps in mind. However, the best method of detection is still the Mk. 1 Eyeball. Back it up with mechanical equipment by all means, but every FBO or airport needs an all stakeholders FOD prevention and detection policy combined with a robust, ongoing reporting and accountability system.

 


Chocks with reflective bands are less of a ramp hazard but should be kept in a chock cage.

 


Signage is very important

 


FOD Bins should be plentiful

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