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ISSUE 3, VOLUME 12: AUGUST – OCTOBER 2020

HIGHHOPEHIGHHOPE

BLAST-OFFFOR THE

UAE’S MARSMISSION

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comment & contentsISSUE 3 VOL 12 | AUGUST – OCTOBER 2020

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TIMES Aerospace Limited3-4 Rumsey HouseLocks Hill, RochfordEssex, SS4 1BB, UKTel: +44 (0)1702 53 0000Fax: +44 (0)1702 53 3088

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Editor: Steve [email protected] head office:Aerocomm Ltd, Norths, Rectory Road, Orsett, EssexRM16 3JU UK. email: [email protected] news stories:[email protected]

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COVER: Blast-off in Japan.The UEA’s Hope mission to

Mars takes off.PICTURE: HIROKI YAMAUCHI/

KYODO NEWS VIA AP.

Hope for Mars and hope for a sounder future

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05 Business Brief: Regional round-up

nAIR TRANSPORT14 Coronavirus crisis: An update on thelatest situation, often with morequestions than answers.

15 What does the future hold for one ofthe Middle East’s giants of the sky?

16 Aircraft catering serves millions ofpeople each year but the coronavirus iscausing some changes.

17 Even though north African countrieshave begun reopening their borders andrestarting commercial operations, air-lines across the region are still facinghuge challenges.

nSPACE20 COVER STORY: The UAE’s Hope spaceship took off afew days ago heading on its marathonjourney to Mars. We look at what theproject plans to do.

nDEFENCE21 Looking at the effects of the Covid-19pandemic on military aviation in theMENA region.25 What does the future hold for the AbuDhabi-based AMMROC and its state-of-the-art MRO facility?

nBUSINESS AVIATION27 Industry experts discuss possiblegreen shoots of recovery for the sector inthe post-coronavirus era.28 A design for a new VIP aircraftconfiguration is being targeted at theMiddle Eastern market.29 Business aviation could spearhead theindustry recovery after experiencing itsmost torrid time ever.

nTRAINING SPOTLIGHT30 Coronavirus notwithstanding, theaviation and defence industries will needpilots, engineers, aircrew and other highlyqualified personnel for generations to

come. In this 12-page special, we take acomprehensive look at what many of thetraining institutions in the MENA regionhave to offer.

nAIRPORTS44 As the airline industry begins toemerge from its Covid-19 hibernation,airports are going to be very differentplaces for the foreseeable future.

nTECHNOLOGY45 Technology’s key role in the airlineindustry’s fight to win back passengers.

nMRO47 A ‘new normal’ for maintenance,repair and overhaul is inevitable in theaftermath of Covid-19, but what exactlydoes that mean?

nPEOPLE49 All in a day: Jihad Boueri, SITA vicepresident, airports & airlines sectorMiddle East, India & Africa.

16 4727 41

The successful launch of theUAE’s Hope Mission to Mars isa tremendous leap for the

emirates and its growing spaceindustry – but even more so for theArab world as a whole.Arab states have been increasing

their space activities, particularly inthe field of satellites. Astronauts fromSaudi Arabia and the UAE have alsobeen guests in space on internationalpartnership missions.But Hope is different.This first interplanetary mission

makes a major demonstration of theregion’s intent. For several decades there has been

a step-change in attitude to science,technology, engineering andmathematics (STEM) subjects in the

region’s schools and colleges,indicated by the development ofadvanced engineering in the aerostructures manufacturing sector withartificial intelligence (AI) and 3Dprinting techniques.Sheikh Mohammed bin Rashid Al

Maktoum, ruler of Dubai, speakingon the Arabian Aerospaceweeklypodcast, said the message of Hopewas for the whole Arab world. “Youcan be better. You can improve yourcountry. You can reach wherever youwant. There are no limits!”The positivity of the Dubai’s ruler

and the leadership of the UAE iswelcome at a time when the nation’saerospace industry as a whole isreeling. In a country where more than20% of the gross domestic product

(GDP) is linked to aviation andtourism, the coronavirus pandemichas been particularly brutal, with joblosses and closures.But, as this issue outlines, there is

still an eye on training; onpreparedness for the upturn. There isa resilience and a sense of hope acrossthe region. By the time this ambitious Mars

probe mission reaches its goal of theRed Planet – hopefully in time for the50th celebration of the UAE’sfederation – the country, along with theMiddle East in general, will be enjoyinga revival of fortunes with its airlines, itsairports and its MRO and servicebusinesses very firmly back in business.

Safe landings,Alan Peaford, editor-in-chief

ARABIAN AEROSPACEmagazine is a proud ‘Industry Partner’ of:

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business briefdaily news updates on www.arabianaerospace.aero

EAS finds the right recipe to cater for Covid casesEtihad Airport Services Catering (EAS Catering)has been commissioned by various governmententities, business organisations and communitycentres, to prepare and provide meals to peopleaffected by the global spread of Covid-19.

General manager, Andrew Caines, said: “Thecapabilities of our in-house food laboratory meanswe have direct oversight on the effectiveness ofCovid-19 safety measures. We increasedmicrobiological swabbing of surfaces and hands inorder to validate disinfection and hand washingefforts, which are direct indicators of virusviability.”

Since the start of the pandemic, EAS Cateringhas cooked and delivered more than 15,000 meals aday to people self-isolating or under quarantine,frontline medical staff, humanitarian drives, and forvarious businesses across the capital.

Sabeti Wain Aerospace, which dominates the Middle Eastregion with its aircraft seating covers, has developed a safetyproduct for airlines to consider following the current Covid-19pandemic.

“The seat safety product is a clear plastic, which is flat-packed so it can be stored in the cabin without taking up toomuch room,” said director, Paymen Sabeti.

“It can be attached behind the headrest on the seat and willcover the sides and the top of the passenger’s head, keepingthem separate from the people sitting next to and behind them. Itis priced to be affordable and can be purchased in largenumbers for all economy seats in the cabin.”

There are two options; plain plastic or with leather or fabricstitched to the sides and back.

Sabeti’s safe seat

Saudi unveils majornew defence showSaudi Arabia’s GeneralAuthority for MilitaryIndustries (GAMI)unveiled details of a newdefence show on July 15.

The World Defense Showwill take place in Riyadhfrom March 6-9, 2022.

His Excellency AhmadAl Ohali, Governor ofGAMI, has been taskedwith localising 50% of thekingdom’s militaryspending by 2030. He saidthe new show would play akey part in developing thatbusiness, “to attract thetransfer of technologies,transfer of production andto optimise the kingdom’spurchasing power”.

Shaun Ormrod, formerhead of the FarnboroughInternational Airshow, isCEO of the World DefenseShow. He brings 20 years’experience of organisingdefence trade shows.

WDS will be the nextgeneration aviation show,he told the virtual audience.“Interoperability and thenew challenges facing thedefence industry will be thecentral concept of theevent, reaching out acrossair, land, sea, satellite andsecurity domains.”

In an already clutteredaerospace calendar,

Ormrod said the organisingteam had considered all theother defence events in theregion before opting for theMarch date.

He said: “WDS is goingto compliment all the otherdefence shows in the worldand in the region.”

A decision on a venue willbe announced on September1, but it will be big enough toaccommodate landdemonstrations and airdisplays. Ormrod concluded:“Saudi’s growingcommercial and industrialinfrastructure offers uniquelogistical opportunities toshowcase the latest defencetechnologies.”

Smart pipe boosts777X connectivityInmarsat and Boeing aredelivering digital aircrafttransformation throughinnovative new ‘smart pipe’technology on board thenew Boeing 777X aircraft.

The new advance incommunications technologyprovides fast and secure in-flight broadbandconnectivity, from the cockpitto the cabin, allowing airlinesto use multiple third-partyapplications at the same time.

The brand newinfrastructure has beendesigned to independentlyallocate connectivity

bandwidth to multipleapplications. This enablesairlines to unlockimportant operationalbenefits, such as predictivemaintenance, routeoptimisation, modernisedair traffic management,and real-time crewcommunications, whilealso offering enhancedpassenger entertainment,including high-speedinternet and live television.

Diamond moveQatar Executive hasintroduced its new DiamondAgreement, which isdesigned to simplify privatejet travel by enablingcustomers to pre-purchaseflight times at fixed-hourlyrates on state-of-the-art long-range and ultra-long-rangeprivate jets. To join theprogramme, customerspurchase a minimum of 50hours flight time. There is nominimum annual usage.

A380 returnsAn Emirates A380 aircraftreturned to the skies on July15 with EK001 to LondonHeathrow taking off fromDubai International Airportat 0745hrs. It was the firsttime since March that theaircraft had carriedcommercial passengers. ■ Huge problem, page 15.

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A battery-powered ground power unit (eGPU), made by theglobal airport equipment specialist ITW GSE, has a bright futurein the Middle East, judging by the success of recent trials.

The latest operator impressed by the 7400 eGPU – describedas a world-first – is Turkish low-cost carrier, Pegasus Airlines.“We liked what we saw,” said Can Cagatay Celikkol, theairline’s GSE maintenance and repair specialist.

He said the eGPU is a good fit for Pegasus Airlines alongsideother electric vehicles, such as baggage tractors already inuse. Adopting ‘green’ technology “is our most importantproject”.

The airline’s calculations on total cost of ownershipestablished a break-even point at the end of four years. “Themanufacturer tells us the eGPU has a minimum life of 10 years,so the benefits should be apparent over the long-term.”

Last year, Sharjah Airport wrote in glowing terms of the unit’sperformance on its apron in June with temperatures at recordhighs. A spokesperson said it was “easy to operate andenvironmentally friendly due to noticeably reduced noise andcarbon pollution”.

Green power getsPegasus thumbs-up

Lockheed Martin has been selected to develop anew ground system to control, manage and operateSaudi Arabia’s newest commercial communicationssatellite, SaudiGeoSat-1 (SGS-1). The deal followsthe successful launch of the satellite.

The Saudi Technology Development andInvestment Company (TAQNIA) and Lockheed Martinwill develop and deploy the new ground segment forthe secure and commercial operations of SGS-1.

The ground system supports advanced Ka-bandspot beam communications services, commercialoff-the-shelf-based broadband services, as well asSaudi-specific secure communication services.

“This modern satellite ground system will helptake full advantage of the advanced capabilities ofSGS-1 and nurture growing native engineeringtalent,” said Joseph Rank, chief executive, LockheedMartin Saudi Arabia.

The system will be deployed in two phases, withthe initial commercial system going online in late2020 and the Lockheed Martin-engineered securecommunications system following.

Lockheed Martin lands TAQNIA satellite dealGo-ahead for LCCThe first of two low-costcarriers planned for theUAE capital – Air ArabiaAbu Dhabi – (AAAD) hasbeen given the formal go-ahead by the UAE’s GeneralCivil Aviation Authority(GCAA) and has beenawarded its air operator’scertificate (AOC).

Air Arabia Abu Dhabi isa joint venture establishedby the UAE’s nationalcarrier, Etihad Airways, andAir Arabia, the MiddleEast’s first LCC, which isheadquartered at Sharjah.The new independentbudget airline will have itshub at Abu DhabiInternational Airport.

“AAAD will continue towork closely with theGCAA to finalise thelaunch date as marketconditions improve andskies are open again,” thecarrier said.

EASy does it…ExecuJet MRO ServicesMiddle East has receivedEuropean Aviation SafetyAgency (EASA) approval toperform line and basemaintenance on theDassault Falcon 2000EXEASy model.

Nick Weber, regional vicepresident, ExecuJet MROServices Middle East, said:“We are delighted to extendour maintenance andsupport capabilities on theFalcon aircraft in the MiddleEast. ExecuJet is committedto providing class-leadingcustomer service worldwide,so enhancing our servicecapabilities is paramount.”

Dnata’s Iraq boostDnata has been recognisedfor achieving the highestsafety standards at ErbilInternational Airport inIraq.

The International AirTransport Association(IATA) awarded Dnata theIATA safety audit for groundoperations (ISAGO)

registration in Iraq, followingthe successful completion of acomprehensive audit of thecompany and its ground-handling operations at Erbil.

Dnata Erbil generalmanager, Tom Alwyn-Jones,said: “We constantly investin training, processes andtechnology and engage ourhighly skilled people at alllevels of the organisation todeliver world-class safetyfor our customers. Thesuccessful completion ofIATA’s comprehensive auditdemonstrates our ability toconsistently achieve thehighest standards acrossour operations.”

Strata advancesStrata Manufacturing(Strata) has completedwork on the Strata SolvayAdvanced Materials(SSAM) high-tech facility inAl Ain, a joint venture withSolvay, Belgium’s materialsand chemicals company.

The 8,500sqm facility iscurrently being equippedwith the latest technologyand machinery ready for thetesting and qualifying ofprocesses designed tosupply carbon fibre prepregmaterials for primarystructure applications inBoeing’s 777X programme.

Carbon pledgeRolls-Royce has joined the‘race to zero’ campaign inthe run-up to the 26th UNclimate change conference(COP26), which will takeplace in Glasgow, Scotland,in November 2020.

The company’s CEO,Warren East, said: “Thiswill see Rolls-Roycebecome net zero carbon inits operations by 2030 and,more fundamentally, set anambition to play a leadingrole in enabling the sectorsin which we operate toreach net zero carbon by2050 through thedevelopment of newproducts and technologies.”

MALE milestoneTurkey’s indigenousmedium altitude longendurance (MALE)unmanned air vehicle(UAV), Bayraktar, hasachieved 200,000 hours ofoperation.

The armed drone,Bayraktar TB2, is nowaiming at a record-breaking million hours.

This is the first home-made aerial vehicle torecord such extensiveflight time in the country’saviation history.


11


Al Ain-based Strata Manufacturing (Strata) has successfully delivered 100shipsets of the assembled A350-900 inboard flaps (IBF).

Having completed the full first article inspection for the fabrication of sixIBF components at its state-of-the-art facility in the Nibras Al Ain AerospacePark, Strata now assumes fabrication and assembly duties in partnershipwith Airbus.

To fully automate the IBF manufacturing process, Strata will utilise hotdrape forming (HDF) and computer-controlled robotic automated tape layup(ATL) machines, which gained first part qualification and first articleinspection design and quality verifications early this year.

Strata CEO, Ismail Ali Abdulla, said: “We are constantly looking to expandour technical manufacturing capabilities by investing in cutting-edgetechnologies and nurturing our employees’ abilities. This ensures betterefficiencies and quality across our production lines and empowers us toadvance within a highly competitive global aerospace sector.”

Strata partnership deliversA350-900 flaps shipsets

Airbus has achieved the first ever fully automaticair-to-air refuelling (A3R) operation with a boomsystem.

The flight-test campaign, conducted earlier inthe year over the Atlantic Ocean, involved anAirbus tanker test aircraft equipped with theAirbus A3R solution, with an F-16 fighter aircraftof the Portuguese Air Force acting as a receiver.

This milestone is part of the industrialisationphase of A3R systems ahead of itsimplementation in the A330 MRTT tankerdevelopment.

The campaign achieved a total of 45 flight-testhours and 120 dry contacts with the A3R system,covering the whole aerial refuelling envelope.

The certification phase will start in 2021.

Airbus boon as it achieves boom refuelling ‘first’ Almaty agreement Turkey’s TAV Airports hassigned a shared purchaseagreement to buy AlmatyAirport in Kazakhstan.

A member of GroupeADP, TAV Airports signed ashare purchase agreementto acquire 100% of theshares of Almaty Airport,together with itsconsortium partner, VPECapital.

The agreementcomprises the acquisitionof the airport andassociated businesses for$415 million.

Covid testingDUBZ, Dnata’s baggagetechnology and logisticscompany, is now providingCovid-19 testing, enablingcustomers to safelycomplete the flight check-inprocess and obtain amedical certificate within24 to 48 hours of testing – athome or any location oftheir choice in Dubai.

Customers booking theservice are visited by amedical professional, whoperforms a swab test aheadof the home check-inprocess. The results areshared with customersdigitally.

Wizz landingWizz Air and Abu DhabiAirports celebrated thearrival of Wizz Air’s firstscheduled Wizz Air

Hungary flight to AbuDhabi International Airporton July 1.

Khalil Lamrabet, seniorvice president of aviationdevelopment at Abu DhabiAirports, said: “The arrivalof Wizz Air is a testament tothe strength of the AbuDhabi market and areflection of the success ofour investments intransforming Abu DhabiInternational Airport into astrategically positionedglobal hub for airlines fromacross the world.”

SAP awardSaudi Ground Services(SGS), Saudi Arabia’smajor ground-handlingservice provider, has won aMENA quality award fromGerman enterprise softwaregiant, SAP.

The award recognises the

region’s top digitaltransformation initiatives.

SGS chief executive,Captain Fahd Cynndy, said:“Technology is positionedas a core enabler for us.SAP facilitated thetransformation journey byautomating humanresources processes, flightdata, sales orders, sourcingand contracting for morethan 200 tenders per year.”

Health costs callAirports CouncilInternational (ACI) Worldand the International AirTransport Association(IATA) have urged thatcosts relating to publichealth measures aimed atmitigating the spread ofcommunicable diseasesshould be borne bygovernments.

IATA’s director general,Alexandre de Juniac, said:“The aviation industrywants to get the worldmoving again. We havesuccessfully worked withthe International CivilAviation Organization(ICAO) and manygovernments worldwide toput in place standardisedprotocols that safeguardpublic health and givetravellers the confidence toreturn to the skies. But theindustry is still on the edgeof a financial precipice.

“The extra costs of healthmeasures mandated bygovernments must, as theWorld Health Organizationrecommends, be borne bygovernments. That willenable the industry to focusscarce resources onreconnecting the world andboosting economicrecovery.”

Strategic moveGulf Air has appointedSheikh Ali bin MohammedAl Khalifa as directorstrategy and planning tomanage one of the Bahrain-based carrier’s mainbusiness units responsiblefor long term strategicplans.

Bid for Jet AirwaysUAE-based ImperialCapital Investments isbidding to buy India’s failedairline, Jet Airways. It is oneof four companies to havebeen shortlisted.

Imperial chairman,Biraja Jena, said theimmediate focus isconcentrating on theacquisition of the airlineand evaluating the availableresources. Once done, thecompany would plan toassess overseas routes.


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Muhammed Albakri is usually seen with a widesmile across his face. However, the InternationalAir Transport Association (IATA) regional vice

president for Africa and the Middle East looked ashen as herevealed the latest traffic figures to the media at the heart ofthe lockdown.

“The region is effectively in complete lockdown, with thetravel and tourism sector shuttered. This is detrimental in aregion where 8.6 million people depend on aviation for theirlivelihoods,” he said as he appealed to governments acrossthe region to support the aviation industry through theworst of times.

The figures were alarming, showing a virtual end topassenger transport with a 97% drop in numbers.

Survival was the name of the game. Where national policy allowed, some passenger carriers

diverted attention to cargo. Collecting or delivering vitalmedical supplies, like personal protective equipment, oreven fresh food, passenger cabins were converted tofreighters, with special seat protectors making space forpackages, while aircraft bellies were stuffed with cargo.

UAE national carrier, Etihad, was a classic example.To complement its fleet of Boeing 777 freighters, it

introduced a fleet of Boeing 787-10 aircraft as passengerfreighters to operate 34 weekly flights, serving 10 markets.Each aircraft carried up to 45 tons of payload.

The move ensured the continuity of vital importsinto the UAE, including fruits, vegetables, meat,

medical supplies, mail and e-commerce.Abdulla Mohamed Shadid, managing

director cargo and logistics at Etihad AviationGroup, said: “As the national carrier to theUAE, Etihad is working closely with thegovernment to ensure the country is wellserved and the needs of the people there areunaffected, while continuing to play our roleas a facilitator of global trade between theeast and the west.”

The airlines were also workingquickly to retain

cash. Thousandsof jobs wentfrom Aprilthrough to July.

Dubaicarrier,Emirates, wasone of theworst hit.Thousands ofstaff were

dismissed – initially at individual meetings, but latterly by e-mail as the situation worsened.

Airline president, Sir Tim Clark, postponing hisretirement to see the carrier through the crisis, predictedseveral years before 2019 traffic figures would be recovered.

IATA expected a potential loss of 2 million jobsthroughout the industry.

Qatar Airways continued throughout the lockdown,leading a repatriation, not just of its own nationals, but alsoferrying people via Doha from east to west and visa-versa. Ittoo, though, needed to cut jobs to survive.

As the first wave of Covid passed, airlines – led by theUAE carriers – began to resume international services, eventhough entry to their own country was barred to all butnationals. In July, the UAE opened again to tourist andbusiness traffic.

The focus now was on reinstalling confidence in thetravelling public by ensuring safety measures were beingintroduced, while also reassuring people that the technologyof equipment, such as high-efficiency particle arrestance(HEPA) filters, in all of the passenger jets, would filter outthe virus in the cabin air circulation.

Getting tourism back is vital for MENA’s economicsurvival.

Significant impactThe decline in tourism activity is expected to have asignificant impact in many countries, especially thoserelying heavily on it as a source of income, such as Morocco,Tunisia, Lebanon and Egypt.

In Egypt, where the tourism sector contributes close to12% of gross domestic product (GDP), the InternationalFood Policy Research Institute (IFPRI) estimates thatshortfalls in such revenue will account for 65% of totallosses in GDP caused by the crisis.

Other high-profile event cancellations, such as Dubai’sEXPO 2020 and the annual haj pilgrimage in Saudi Arabia,which were expected to attract 25 million visitors and 2million religious tourists respectively, will put a strain on thecountries’ economies. More than 400,000 tourism jobscould go, according to research by analyst PwC.

Wide-body aircraft – and particularly the Airbus A380 –are predominantly grounded, while narrow-bodies are indemand as regional routes begin to operate again.

Stefan Pichler, CEO of Royal Jordanian said: “The firstkind of traffic to break apart [in such circumstances] are thelong-haul connectors. So, the airlines who focused on thiswill go through harder times than the airlines like ours,which have more stability with origin and destination(O&D) traffic. “I’m very confident that we – even as a smallboutique airline – will get out of it.” ■

AIR TRANSPORT

14

Middle East countries are grappling with the loosening of Covid-19-relatedtravel restrictions but, Alan Peaford asks, with airlines having been insurvival mode are they, or their passengers, prepared to return?

Can airlines avoid becomingpassengers themselves?

MuhammedAlbakri: The IATA vicepresident’s usualwide smile (seen here) wasmissing as thepandemic effectworsened.


15

PANDEMIC

No aircraft has more symbolised the rise ofMiddle East airlines than the A380. Itscavernous interior allowed airlines to

install luxurious configurations (at least inpremium-class cabins) including private suitesand lounges.

It also allowed airlines to maximise passengerloads, particularly when operating into slot-constrained airports.

The two-class configuration of some ofEmirates’ A380s, for example, accommodated615 travellers.

Now, however, the aircraft’s future in theMiddle East is under threat.

The 2019 decision by Emirates to cut its finalorder for the double-deck behemoth meant thatthe last aircraft was scheduled to come offAirbus’s production line in 2021 anyway. Thequestion is, will the dramatically reducednumber of people flying mean that the aircraft’stime in service will also be curtailed?

The omens are not good. Airlines globally have kept only their most

productive aircraft in service during thepandemic – and many of those have beenconverted to temporary freighters, to offset the

sudden loss of underfloor cargo space onpassenger aircraft.

Etihad Airways and Qatar Airways, together withAir France, British Airways and Lufthansa, have allparked their fleets. Qatar’s Group CEO, Akbar AlBaker, has said that the airline’s 10 A380s “will notreturn for at least a year, and maybe never”.

Given Etihad’s continuing retrenchment, thelikelihood of all its fleet returning is slim.

Breaking upAnd the first few examples of the type havealready been dispatched by Air France andSingapore Airlines for breaking up, despitebeing only 10 to 12 years old – remarkably youngfor a modern airliner.

Few airlines are prepared to take them onsecond-hand, both because of the costs involvedand the fact that only certain airports are capableof handling them.

In truth, the A380 was always more popularwith passengers than airline accountants.Carriers had to sell a lot of tickets to get it toprofitability levels. That sense ofairiness and cabin space came at aprice.

With passenger numberspredicted not to recover topre-coronavirus levels until2023, Alan Dron asks if thisis the beginning of the endfor the Airbus A380 andlooks at how the region’sairlines have coped withthe pandemic so far?

Middle East faces upto a huge problem...

Continuedon Page 16

Sunset for Etihad’s A380s: With the company transforming

itself into a smaller, point-to-pointairline, will its 10-strong fleet be

the best fit for its operations?


The pandemic and resulting shutdown have shone aharsh light on wide-bodied aircraft, writes ChuckGrieve.

The bigger the aircraft, the bigger the issue asairlines struggle to chart a successful route throughprojections of load factors, fuel prices, lease ends,heavy maintenance and cabin renewal.

“If an airline has a choice in size – as clearlyEmirates, Etihad and Qatar do – the largest aircraft intheir fleet will take the biggest hit,” said Phil Seymour,president of IBA, a leading aviation data and advisorycompany.

IBA puts the global oversupply of passengeraircraft at 2,500 units, including 1,300 wide-bodies.

“Where the 777-300ER is the largest aircraft in afleet, I can see it might be under pressure,” saidSeymour. “With Emirates, it might have a sweet spot.”

His “thoughtful conjecture” is that Emirates mayput some of its 777-300ERs on A380 routes if possible.The airline “may decide to park up A380s rather thanhanding back 777s” at lease-end.

The 777X “was clearly designed to suit the MiddleEast market”, he said. With its new wing and latest

engine technology, it may be the long-term answer tothe Gulf carriers’ problems of range and payload.

Low fuel prices make it economically viable in thenear-term to operate older 777slonger. “In oversupplied marketconditions, we’ve observedlessors engaging in shorter-term leases with lower rents,or power-by-the-hour (PBH)-style deals to keep aircraft inoperation and avoid inheritingparking and maintenancecosts,” said Seymour. “Leaseextensions will probably costaround one-third of therate operators arepaying now.” ■

AIR TRANSPORT

16

So, what now for the A380? Will it become a victim of circumstance and

largely vanish from the airways, or will itcontinue to serve through to 2030 and beyond?

Much depends on the aircraft’s fate atEmirates which, with a fleet of 115, operatesclose to half of the 242 delivered worldwide.(The airline has eight more on order but isreportedly trying to reduce this number.)

Early in the pandemic, the airline wasreported to want to cut 45 A380s from its fleet.However, in an Air Transport World webinar inJune, Emirates president, Sir Tim Clark,reiterated that he was “a great believer in theA380 and when fuel is at $30-$40 and you canfill it, it’s a cash producer”.

He was generally more upbeat on prospectsfor the aircraft than previously, but its future atthe airline is not clear.

However, given that it makes up such a largepart of Emirates’ fleet, a significant part of theinventory is likely to remain in service for therest of this decade at least.

New role as a freighterMore generally, there is the possibility of theA380 finding a new role as a freighter.

Lufthansa Technik is calculating the necessarymodifications to enable the aircraft to take onthis new role for an unnamed customer, but itstresses that it is, at present, only creating thepaperwork that would be required for an airlineto apply for a supplemental type certificate tochange the A380’s role, rather than actuallycutting metal.

The need to move urgent consignments offreight during the pandemic has seen virtually allmajor airlines transforming passenger aircraftinto temporary freighters – whether by simplypiling (lightweight) cargo on seats and securingit with nets or other restraints, or by removing allseats in the cabin.

Emirates, for example, has operated 96 of its153 Boeing 777-300s in cargo configuration,while Qatar Airways began using its passenger777s to carry 50-60 tonnes in the belly (asopposed to the 100 tonnes of a dedicated 777Ffreighter).

The pandemic’s effects have already beenpainful for many Middle East airline staff. Withlong-haul traffic expected to be the last torecover, after domestic and regional services,airlines have been shedding staff rapidly.

Most are tight-lipped over the numbers of jobslost, but when ground personnel are added, itwill likely be more than 100,000 throughout theregion.

At the end of last year, airlines were concernedover the availability of flightdeck crew, withmany heading to the Far East (especially China)to take advantage of the rapid expansion ofairlines there.

In the space of six months, that problem hasbeen solved – but not in a way that anyoneexpected, or wanted. ■

The Covid-19 pandemic has meant that many airlinesare now having to rethink their on-board cateringservices.

Turkish Airlines, for example, whose caterer isDo&Co, has been gradually starting to resumecommercial services since June. It has chosen toreduce its options and simply offer a snack box or bagin each class on flights longer than two hours.

Passenger Mustafa Gundogdu, who recently flewfrom Istanbul to London, said: “The food was served inthe usual way, starting from both ends of the aircraft.We were offered a plastic-wrapped small sandwich,a small bottle of water, a fruit juice in a tetra pack, anda plastic-wrapped cake. No alcoholic beverageswere served though.”

Gundogdu added: “Overall, it was the same flight asusual, the only difference was wearing a face maskand the downgraded food service.”

Emirates is also simplifying on-board cateringservices to reduce interaction and movement in thecabin.

On some airlines, passengers may see measuressuch as in-flight social distancing, so that people caneat freely; this may include being served meals byzones.

Aircraft catering supply chains are a big part ofhelping make changes to on-board catering.

Fabio Gamba, director general at the AirlineCatering Association, whose current membersinclude Dnata and Saudi Airlines Catering, said it is

Many long-haul aircraft passengers look forward to their on-board meal – it is all part of the journey experience – butthings are starting to change. Marcelle Nethersole reports.

CATERING FORTHE COVID-19CHANGES

The ACA has adopted new safety guidelines for theindustry in order to help its members navigate the

Covid-19 pandemic. PICTURE: AIRLINE CATERERS ASSOCIATION.

important to restore confidence in passengers andstill manage to serve good food, even if it is on asimpler scale.

“You can travel this summer and enjoy food onboard your flight,” he said. “Food is not connected tovirus spread and strict food safety measures, refinedthrough decades of air travel, remain in place to makesure that everything leaving our kitchens is safe.

“If you travel, you can continue to enjoy your mealon board with peace of mind.” ■

HOW THE MIGHTY ARE FALLING!

Phil Seymour:“The largest

aircraft will takethe biggest hit.”

CONTINUED FROM PAGE 15


17

PANDEMIC

Three months after the March shutdown of global airtransport and a 90% drop in traffic, the northAfrican recovery period has begun.

At the height of the crisis, all flights to and from the MENAregion were suspended, except for overflights, emergencyoperations related to humanitarian aid, medical/humanitarianrelief flights, and repatriation services.According to the International Air Transport Association

(IATA), total 2020 air traffic in the region is expected toplummet by 50%. Consequently, any revival is likely to be crucial for

airlines, especially at the start of the summer period.Morocco authorised domestic flights within the kingdom

on June 23. Royal Air Maroc resumed flights to Laayoune,Dakhla, Oujda and Agadir from its hub in Casablanca. As Arabian Aerospace was going to press, the national

carrier had decided to increase the number of frequenciesand destinations gradually. Air Arabia Maroc had alsoreactivated its domestic flight programme. The European Union had agreed a plan to reopen

external borders with 14 countries on July 1, includingMorocco, Algeria, and Tunisia. However, the state of emergency was extended in Morocco

until July 10, with a progressive reopening of its borders. RoyalAir Maroc launched a special programme for internationalflights on July 15. They were open to all Moroccans, as well ascitizens of other nationalities residing in Morocco. Passengershad to present PCR test results at the time of check-in.

MENA region startsto pull up… slowlyEven as northAfrican countrieshave begunreopening theirborders andrestartingcommercialoperations, airlinesacross the regionare finding ways toadapt to the Covid-19 reality. Vincent Chappardand AnuradhaDeenapanray report.

The Moroccan Airports Authority (ONDA) took thenecessary measures to enable the kingdom’s airports towelcome travellers in strict compliance with health securityrules. Tunisia reopened its airspace to commercial flights on

June 27. A dozen flights were operated from France andItaly. Domestic flights had started earlier (June 12). Tunisair Express led the way with scheduled flights

between Tunis, Djerba and Tozeur.

List of countriesTunisian authorities have established a list of countriesaccording to three categories. At the time of writing, onlytravellers from countries on the green list – Germany,China or Italy – can reach Tunisia without restriction. Those coming from countries classified orange

(including France, Morocco and Spain) will have to presenta negative PCR test and follow a quarantine process.Passengers from other countries (classified red like Algeriaor Russia) are not allowed to Tunisia unless they areTunisian citizens.On June 23, while air transport was at a standstill, Air

Algérie announced that it had reopened several of itscommercial agencies in certain cities of the country. Thenational airline added that “the resumption of flights is anexclusive decision of the Algerian public authorities”.According to official statements, a resumption of flightswould be “imminent”. All Egyptian airports restarted commercial flights on July

1, following a government decision to revive the tourismsector. Special measures have been taken, including Covid-19 tests. EgyptAir resumed its non-stop flights to more than 29

international destinations. n

Back in action: EgyptAir has resumedits non-stop flights to more than 29

international destinations.


In the Middle East there is a huge disparity between very small and very large airports. How candigital tower technology enhance the safety and reliability of air traffic management (ATM) facilitiesready for changing air traffic demand? Frequentis Middle East Managing Director, Josef Kutschi andAerosense Digital Tower Expert, Peter Gridling, explain.

As we begin to look towards airspacerecovery, we turn our attention backto the modernisation of the ATM

system and the benefits for the MiddleEast. In Saudi Arabia, for example, weconsider the huge number of remoteairports and the efficiency enhancementsthat could be gained by rethinking airporttower services. Handling peak traffic formajor planned events in the Middle Eastcould also be solved with the samesolution.

In contrast to conventional air trafficcontrol towers, remote digital towers(RDT) provide additional support tools forthe controller, which create a safetyenhancement. Features like augmentedreality, automated object detection andvirtual safety nets, which all assist thecontroller in their challenging role. Mostimportantly, RDT provides location-independence for air traffic control (ATC)services, something which doesn’t exist ina traditional tower.

To give an example, Saudi Arabia has

27 international and domestic airports, notto mention nine military airbases. So wesee the benefit of a RDT facility, also calleda virtual remote tower centre. This wouldallow multiple airports to be controlledfrom the same facility, enhancing both thesafety and the availability of ATM servicesat the remote airports. This set up bringsadvantages of flexible staffing and ad-hocallocation of ATM services depending ontraffic volume. Single facilities could alsobe set up as a contingency solution forairports, and two centres can be connectedto provide additional resilience toovercome pandemics or events withsimilar severity. By geographicallydecoupling ATM services from a location,virtual centres increase agility, capacityand cost-efficiency, while enabling bettercontingency planning.

RDT for sudden capacity changesOne issue with the wider ATM systemtoday is the lack of flexibility. Flexible andmodular digital tower features are key to

managing reduced air traffic now,increased future demand, while preparingus for traffic peaks, and for the nextpotential crisis.

The virtual centre concept, based on IPtech, will become more important thanbefore, because of its flexibility forcontingency situations and generalscalability. What we are looking at is anetworked solution, which seamlesslyintegrates the air traffic flow from theairports in the upper airspace, but which isscalable and flexible in terms of resourcesand traffic load. This allows air navigationservice providers (ANSPs) to integrateremote digital tower and approachsolutions, therefore adapting to trafficdemands in a holistic way.

This solution requires the ability to addand remove controller modules andcombine or separate functions. An RDT isdesigned to manage sudden traffic peaks,making it ideal for annual events like theHaj Islamic Pilgrimage in Saudi Arabia,which draws close to 2.5million peopleeach August. But, in contrast, when welook at the recent and current reduced airtraffic levels across the world, ANSPs arestill having to run fully staffed towers. Thisis because one controller is required fortower services and another for approach.With an integrated solution, the tower andthe approach module can be combined intimes of low traffic volume and separatedwhen traffic increases. Being able to adaptto demand allows for increased businesscontinuity.

Frequentis DFS Aerosense, a jointventure company formed in 2018 betweenFrequentis and DFS Aviation Services, isfocused on providing advanced turnkeyremote sensing solutions for ATC acrossthe world to support airports with capacityand growth. At the start of 2020, thecompany was awarded a contract from theDanish ANSP Naviair to build an integratedRemote Tower centre, including theapproach automation solution PRISMA.

Developing resilience with digital tower

Advertisement Feature

dps_Layout 1 27/07/2020 12:56 Page 1

The PRISMA approach solution (PRISMAAPP), is designed to autonomously processflight plan data and surveillance data forair traffic services (ATS). The APP functionincludes Safety Net functionality such asshort-term conflict detection, areaproximity warnings and minimum safealtitude warnings, all designed to assistthe ATCO with optimal situationalawareness.

With additional automated controllertools it is possible to integrate an advancedsurface movement guidance and controlsystem (A-SMGCS) into the digital towerenvironment, to further enhance airportsurveillance and controller functionality.An automated tower pad, for example, willintelligently unite information and theappropriate action into a single userinterface, allowing increased safety andmore efficient taxi, improving airportcapacity as a result. The ability toexchange data with other tower modules inreal-time, further enhances controllers’workflow allowing them to fully focus onplanning and traffic coordination.

Reliability and resilienceThe virtualisation of ATC systemsempowers air traffic controllers to workfrom any location, but also to serve anyairspace – even beyond national orregional borders. The ability to alsocombine civil and military ATM services inthe same RDT facility also offers itsadvantages for shared situationalawareness, and reduced costs ofownership for contingency management.

As we become more digital, we mustconsider the potential for cyber-attack.These new safety risks can only be

mitigated if manufacturers and systemoperators take responsibility for safety andsecurity together. Operational Technology(OT) cyber security measures mustsimultaneously fulfil dedicatedperformance and safety requirements.There must be a cyber security and qualityof service solution which upgrades thetelco network to an ATM-grade network,able to react to changing networkdemands, ensuring continuous availabilityand the quality of service between theairport and the Control Centre. The secureintegration of solutions to operationalenvironments, and the protection of thesystems, can be best achieved byunderstanding and applying security bestpractises from both OT and IT worlds inthe right places.

With customers on all continents, theFrequentis remote digital tower solution isalready widely deployed and usedoperationally. This integrated combinationof tower and approach, allows the user tohandle multiple airports from onecentralised system, providing automaticand instant coordination between towerand approach systems. With added A-SMGCS and tower automation tools, highthroughput airports are able tosignificantly enhance their airportoperations and manage sudden trafficchanges safely and efficiently.

Frequentis is the only vendor able toprovide a fully integrated solution, byhaving all these components in-house,while DFS provides the vital change andtransition process and stakeholdermanagement, key to a successful remotetower project. The extensive experienceDFS gained when implementing its own

remote tower with Frequentis, created theperfect partnership for complete remotedigital tower delivery projects.

To manage the reduced traffic of today,prepare for the recovery, and futurecapacity crisis, while also staying resilient,we need to look at digitalisation assomething we adopt now, to prepare forthe next decade.

Josef Kutschi, ManagingDirector, FrequentisMiddle EastJosef has worked in theMiddle East for the last 10years, in variousmanagement positions for

satellite communication and ATMindustries. Josef joined the FrequentisGroup in 2019 as ATM Sales Director,Frequentis Middle East, and was appointedManaging Director for the region inJanuary 2020.

Peter Gridling, DigitalTower Expert and VicePresident SalesFrequentis DFS AerosensePeter graduated with anengineer’s degree incomputer sciences and has

strong camera and image recognitiontechnology background, including forminga start-up company for image recognitiontechnologies. Peter joined Frequentis in2016 to support the digital tower team andis now VP Sales for Frequentis DFSAerosense.

Frequentis AG and German ANSP DFSDeutsche Flugsicherung GmbH, throughits wholly owned subsidiary DFS AviationServices, formed joint ventureFREQUENTIS DFS AEROSENSE in 2018, todeliver turnkey remote tower solutionsworldwide.

Frequentis contributes thetechnologies, as well as expertise indeveloping customised remote towersystems, and its worldwide network oflocally represented subsidiaries that canimplement remote towers globally. DFSAviation Services contributes itsoperational air traffic managementexperience in consulting, validation,transition and training, as well as the deepoperational experience gained throughdeveloping its own remote tower solution.

For more information, visitwww.aerosense.solutions

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SPACE

20

Acouple of launch delays due to weather didn’t help,but the probe eventually soared skywards at06:58hrs local time (21:58hrs UTC July 19),

lighting up the morning sky.About an hour after launch, the probe separated from the

rocket and unfurled its solar panels to begin the seven-month journey towards the Red Planet.

The launch is the first Arab space mission to Mars andaims to study the Martian atmosphere, inspiring the region’syouth and paving the way for scientific breakthroughs thatcould affect us on Earth.

The $200 million Hope (Al-Amal in Arabic) probe nowfaces a 60 million kilometre journey. It is expected to reachMars by February 2021, just in time for the celebrationsplanned to mark the Emirates’ golden jubilee.

Culture of possibilitiesSheikh Mohammed bin Rashid Al Maktoum, vice presidentand prime minister of UAE and ruler of Dubai, said: “TheHope probe embodies the culture of possibilities deeplyrooted in the UAE’s approach, philosophy and journey ofaccelerating development since the foundation.

“Our journey to space represents a message of hope toevery Arab citizen that we have the innovation, resilienceand effort to compete with the greatest of nations in the racefor knowledge.”

The mission has real science at its core. Hope will spendan entire Martian year – that is two Earth years – monitoringthe Red Planet’s atmosphere.

UAE boldly going to Mars…with Hope

Emiratis collectively held their breath on July 20 as the UAE’s Mars ‘Hope’ probe waslaunched from the Tanegashima Space Centre in Japan. Steve Nichols reports.

It will use its scientificinstruments, which include visible,infrared and ultravioletspectrometers, to map andunderstand the lower atmosphereof Mars and the weather systemsthat exist.

Sarah bint Yousif Al Amiri, theUAE’s minister of state foradvanced sciences, said: “Ourscience orbit is our final restingplace around Mars. At our closestpoint, we will be 20,000km fromthe surface and, at our furthest, theprobe will be at 43,000km.

“We will look at how far thehydrogen and oxygen extends intospace to get a better understandingof the loss of the Martianatmosphere.

“Understanding the evolutionand the climate change of theMartian atmosphere is veryimportant to help us understandhow it transforms and changes.”

Earth and Mars are very similar.They both orbit in the Sun’s ‘Goldilocks’ zone – where itmay be not too hot and not too cold to be potentiallyhabitable.

Mars has an extremely thin atmosphere with no oxygen. Itis in the outskirts of the Goldilocks zone, just close enough toreceive enough heat to be qualified as potentially habitable,but its thin atmosphere means it remains too cold.

And, while Earth has a breathable atmosphere and aliveable climate, Mars most certainly doesn’t.

Planet’s low pressureWe know that its atmosphere is now 95% toxic carbondioxide at minus 55 degrees Celsius on an average day. Theplanet’s low pressure means liquid water can’t exist for morethan a few minutes.

Scientists think Mars did have an atmosphere at somestage, as other missions have spotted hydrogen and oxygennear Mars, which now orbits around the planet in a giantcloud.

Hessa Al Matroushi, the UAE’s instrument science leadon the Mars mission, said the Hope probe will helpscientists build an holistic model of the planet’s daily andseasonal cycles, and help explain why the planet lost a lot ofits atmosphere to space.

By understanding the Martian climate, we might be ableto save Earth from a similar fate in years to come. That’swhy Hope’s data could be invaluable to life on Earth.

But the UAE’s aspirations for Mars don’t stop there. It hasalso declared that it aims to establish the first inhabitablehuman settlement on the Red Planet by 2117. The Mars2117 Project is being developed and executed inpartnership with major international scientific researchinstitutions.

The goal is to inspire future generations and “instil aculture based on discovery and education”. ■

In orbit: Hope will spend anentire Martian year – that is

two Earth years –monitoring the Red Planet’s

atmosphere.

Inset: The Hope probe isreadied in the laboratory.

We will look at how far thehydrogen and

oxygen extendsinto space to get

a betterunderstanding of

the loss of theMartian

atmosphere. SARAH BINT

YOUSIF AL AMIRI

‘

’


21

DEFENCE PANDEMIC

Some analysts expect a slowdown in salesof new equipment as a result of stagnationin the oil market, while others think

countries like Saudi Arabia will continue theirprocurement plans at any cost, determined toensure their security and to maintain influence.

Wars in Libya, Syria and Yemen havecontinued, with air power still playing a pivotalrole. Developments in these campaigns haveincluded the arrival of MiG-29s and Su-24s tosupport Field Marshal Khalifa Haftar’s LibyanNational Army (LNA), while the rivalGovernment of National Accord (GNA) hasbeen able to call on Turkish unmanned airvehicles (UAVs) and F-16s.

In Yemen, the air war has ‘hotted up’ andgained a new dimension, with Royal Saudi AirForce (RSAF) F-15s scrambling to deal withbomb-carrying UAVs dispatched by the Houthisagainst Saudi targets, including cities. Saudi airdefences have also had to destroy dozens ofincoming ballistic missiles.

The Saudi-led coalition had announced a

Military aviation in theMENA area has not beenentirely unaffected by theCovid-19 pandemic.Jon Lake looks around the region.

DEFENCE BATTLES ON

Building experience: No12 Squadron will provide theQEAF with valuable experience operating the Typhoon

as it prepares to receive its first aircraft in 2022.

unilateral ceasefire in early April after calls fromthe United Nations (UN) to halt conflicts duringthe coronavirus pandemic. But, after Yemenresumed rocket, drone and ballistic missileattacks, Saudi Arabia launched a new militaryoperation against Yemen’s Iran-backed Houthirebels.

Saudi military spokesman, Colonel Turki al-Maliki, said: “Targeting civilian facilities is a redline. We won’t allow this to happen.” He addedthat the Yemeni rebels were not capable ofproducing their own ballistic missiles and dronesand laid the blame for the new round of attacksfirmly at Iran’s door.

More constructively, a number of air forcesacross the MENA region have pressed militarytransport aircraft into service to deliver aid,medical supplies and protective equipment.Turkey’s new Airbus A400Ms have beenparticularly busy, flying medical supplies andpersonal protective equipment(PPE) to a number of Europeannations.

Continuedon Page 24


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DEFENCE

24

On June 25 the Iranian Tasnim News Agency

reported the delivery of three ‘domestically

built’ HESA Kowsar fighters, though

accompanying photos showed these to be

refurbished Northrop F-5s, and not the new

indigenous Kowsar 88 trainer.

But any indigenous Iranian programmes maybe rendered superfluous, if, as is widely expected,the current 13-year arms embargo ends inOctober.

If this does happen, Iran is expected to ‘goshopping’ for combat aircraft, air defencemissiles, anti-ship missiles and even submarines,probably from Russia and China.

Kuwait’s air force modernisation is continuing

apace, with the Kuwaiti-standard Boeing F/A-

18E/F Super Hornet and Eurofighter Typhoon

now flying.

Kuwait’s permanent parliamentary committeeis reportedly looking into the price being paid forthe Eurofighter Typhoon, as well as allegations of“large-scale misappropriation of state funds” inconnection with the procurement of the two newfighter types.

While the price being paid by Kuwait for itsTyphoons is higher than that being paid by Qatar,the deal includes significant amounts ofinfrastructure, training, support and weaponsintegration, and thus is not directly comparableon an aircraft unit cost basis.

But Kuwait is sensitive to pricing, after thecontroversies surrounding the country’sprocurement of the Airbus Helicopters H225Caracal, and after allegations that kickbackswere paid associated with a Kuwait Airwaysacquisition of 15 Airbus A320neos and 10Airbus A350 aircraft.

On June 25, Boeing confirmed that the

Kingdom of Morocco has signed a US foreign

military sales (FMS) contract for 24 Boeing AH-

64E Apache attack helicopters, plus 12 options,

with manned-unmanned teaming (MUM-T) 2

kits, spares, and support.

A weapons package also included AGM-114Land -114R Hellfire anti-tank missiles, APKWSlaser-guided rocket kits, and AIM-92 Stinger air-to-air missiles, along with unguided 2.75inrockets and 30mm ammunition for an estimatedcost of $4.25 billion.

With its new Dassault Rafales now in service

and working up to full operational capability,

Qatar is preparing to induct its next two new

fighter types.

The Boeing F-15QA is now flying in the US,

IRAN

QATAR

MOROCCO

KUWAIT

and recent US Department of Defense (DoD)notifications seem to indicate that more of theseaircraft will be acquired than was originallyexpected.

Under the deal signed in December 2017,Qatar was due to receive 36 F-15QA AdvancedEagles, but recent statements suggest that theFMS contract may be for 48 aircraft.

There has also been progress with the third ofQatar’s planned new fighter types, with a jointUK-Qatari Typhoon squadron having begunflying as an integrated unit.

On June 19, the British Ministry of Defenceannounced that the Royal Air Force and QatarEmiri Air Force (QEAF) Typhoon Squadron,known as No12 Squadron had “marked animportant milestone” by commencing flying as ajoint squadron.

No12 Squadron is a unique initiative betweenthe UK and Qatar and will provide the QEAFwith valuable experience operating the Typhoonas it prepares to receive its first aircraft in 2022.

The announcement is understood to indicatethat the first Qatari pilots are now working up tocombat-ready status, having completedconversion training.

No12 Squadron was stood up on July 24 2018and is the first Joint Squadron in the RAF sinceWorld War II.

Following the example set by the US Air Force

Thunderbirds formation aerobatic display

team and the US Navy’s Blue Angels, the UAE

Air Force’s Al Fursan aerobatic display team

flew a series of displays over some of the

nation’s main hospitals.

By doing this, the Al Fursan team showed theirappreciation of the UAE’s doctors, nurses,paramedics, and administrative and technicalstaff, who were saluted as the nation’s real “firstline of defence”.

The displays were mounted at the request ofHis Highness Sheikh Mohamed bin Zayed AlNahyan, Crown Prince of Abu Dhabi and deputysupreme commander of the UAE Armed Forces,who invited the public to share these moments ofpride and unity in appreciation of the nation’shealthcare professionals working round the clock

UAE

to ensure public safety in the face of the Covid-19pandemic.

The displays began on Sunday June 21 in AbuDhabi. Al Fursan flew over the Al RahbaHospital, Sheikh Khalifa Medical City, ZayedMilitary Hospital, Emirates Humanitarian City,Sheikh Shakhbout Medical City, and Al AinHospital in Al Ain.

On the second day, Al Fursan flew over Al DhafraHospital in Madinat Zayed, and on the third day ittoured the Kuwait Hospital in Dubai, the Al KuwaitHospital in Sharjah, the Sheikh Khalifa GeneralHospital in Ajman, the Field Hospital in Umm AlQuwain, the Field Hospital and Ibrahim Bin HamadObaidullah Hospital in Ras Al Khaimah, and theKhorfakkan Hospital, the Field Hospital and theMasafi Hospital in Fujairah.

The Ministry of Health and Preventionpublicly saluted the flypasts, saying that they hadcarried an inspirational message of thanks andgratitude to the frontline medical, nursing andadministrative staff.

The UAE armed forces have not beenneglecting their operational training during thepandemic. The United Arab Emirates JointAviation Command conducted combined navaland air training operations in the southernArabian Gulf with elements from the US NavalForces Central Command and US Air ForcesCentral Command, from June 21-25.

A combination of aircraft and surface assetstracked and engaged simulated fast-attack craftduring the air operations in maritime surfacewarfare (AOMSW) training exercise.

Emirati Boeing CH-47F Chinook,Northstar/Bell 407, Boeing AH-64D Apache,and Sikorsky UH-60M Blackhawk helicopterspractised operating from an expeditionary seabase, the USS Lewis B Puller.

UAE pilots successfully completed decklanding qualifications aboard the Puller, andconducted day and night landings and refuellingoperations.

The training exercise was intended to maintainand enhance interoperability and to demonstrateUAE and US resolve to respond to threats in theregion, preparing forces to meet the challenges ofensuring freedom of navigation and the free flowof commerce in what are some of the world’sbusiest waterways. ■

CONTINUED FROM PAGE 21 Operational: No12 Squadron is a uniqueinitiative between the UK and Qatar.


25

MRO

For nearly six years, AMMROC has been building ashiny, new facility at Al Ain. Founded in 2010, thejoint venture between Mubadala (now EDGE),

Lockheed Martin Corporation, and Sikorsky (now aLockheed Martin company) looked all set for success.

However, Lockheed Martin’s latest earnings report,released on April 21, disclosed the shock news thatAMMROC had lost the master performance-based logistics(PBL) contract with the UAE Air Force.

That, according to one senior company figure, “leavesAMMROC in a very precarious situation”.

“Not too surprisingly, there are a lot of questions overwhat the future holds for us and we, along with ourshareholders, are evaluating our options,” added the source.

It must have come as a huge shock to US giant LockheedMartin which, by the end of March, had invested $435million into the joint venture.

Single customer contractAll of AMMROC’s current business is dependent on a singlecustomer contract to provide MRO services for fixed androtary-wing military aircraft. However, in mid-April, thecustomer announced its intention to award the contract to acompetitor, believed to be Global Aerospace Logistics (GAL).

AMMROC had been set to provide a full performance-based logistics or ‘power-by-the-hour’ service to 36 differentmilitary aircraft types, including the Airbus A330 MultiRole Tanker Transport (MRTT), Boeing AH-64D Apache,Boeing CH-47D Chinook, Boeing C-17A Globemaster III,Lockheed Martin C-130 Hercules, Lockheed Martin F-16,and Sikorsky UH-60. In total, more than 500 aircraftoperated in the UAE were involved.

The plans were to consolidate all the MRO work from

Questions remain over the future of the Abu Dhabi-based Advanced Military Maintenance Repairand Overhaul Center (AMMROC) and its state-of-the-art maintenance, repair and overhaul(MRO) facility, which should be open for business by the end of the year. Alan Warnes reports.

followed by a A330 MRTT and C-130 aircraft for heavyinspections.

In its first quarter earnings report, Lockheed Martin said it isworking with AMMROC’s management and its joint-venturepartner to understand its options. These include whether thereis a basis to challenge the award and retain the MRO services,explore the possibility of AMMROC continuing to provideMRO services as a subcontractor to the competitor, thepossibility of replacing the contract with other customerarrangements, or winding down the business.

Contest awardsA source said: “There is no procedure to contest awardsmade by the UAE Defence Force and, as AMMROC is 60%owned by the UAE Government, it probably wouldn’t godown too well with the majority shareholder anyway.”

By mid-June, AMMROC was working with GAL and theair force to plot the way forward and see how much of thedepot-level support would be put into Al Ain.

GAL has always supported the 14 helicopters and fixed-wingaircraft operated by the UAE’s Joint Aviation Command (JAC)fleet. The company’s CEO, Khalid Al Breiki, said in November:“We signed four contracts in 2019, including two worth AED3.739 billion ($1.02bn) with Joint Aviation Command andPresidential Command. We also signed the first internationalcontract as an Emirati company to provide maintenance servicesfor most of the aircraft of the Kenya Air Force.”

In a statement, he added: “We explore further opportunitiesto deliver comprehensive life cycle support solutions thatdeliver value and operational efficiencies to the JAC.”■ On July 21, Abu Dhabi-based defence conglomerate,EDGE, announced it had bought all of Lockheed Martin'sshareholding in AMMROC ■

AMMROC on the rocks?

several locations, includingAl Dhafra and theGAMCO/Etihad facilities atAl Ain, into one big facility.Aircraft should have startedentering the new MROfacility in May 2016 but,because of delays, never did.

It seems the governmentgrew tired of repeated delaysto the new set-up, nowexpected to open at the end of2020, barring any Covid-19impact.

The shock decision cameafter AMMROC inducted thefirst aircraft, an air force CN235, into the new Al Ainfacility on March 5. Its arrivalfor depot-level maintenancemarked the soft operationallaunch of the facility. It was

State-of-the-art: A 1:600 scalemodel of AMMROC’s new AlAin facility was shown at lastyear’s Dubai Airshow. PICTURE: ALAN WARNES.

There are a lot of

questionsover what thefuture holds

for us and we,along with ourshareholders,are evaluating

our options.

‘

’


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27

BUSINESS AVIATION PANDEMIC

Green shoots, optimism, opportunities… thereseems to be something for everyone to strive for inthe aftermath of Covid-19.

Just look at statements made recently by key members ofthe business aviation community.

The Argus Group said: “May 2020 recorded an 84%increase in activity from April in North America, whichmeans we have already made up one-third of our lossesfrom Covid-19, and June is looking just as strong.

“We live in a global, connected, world and businessaviation will be vital to our recovery. As we face down thisnew, unforeseen, challenge our industry will rise to theoccasion and it will play a key role.”

Price disparityLondon, UK broker, Colibri Aircraft, added: “There are asmany as 680 fewer person-to-person touch points flyingprivately when compared to commercial flights,potentially reducing the chances of catching Covid-19.Price disparity between first-class flight tickets and flyingprivately is set to fall as commercial airlines will be underpressure to increase the cost of flying per passenger as theyreduce their load factors to help with social distancing.

“With their duty of care to staff, more corporates will beinclined to offer their senior executives, who fly first-class,the option of flying privately.”

Mohammed Al Husary, CEO of UAS, chipped in:“Though the world economy is now poorer than it hasbeen for decades and headed toward a deep depression,there will still be business opportunities, executives will

Business aviation is beginning to recover from thecarnage caused by Covid-19. Dave Calderwood reports.

still need to travel and will opt more for business jets andthe connectivity and freedom chartering aircraft brings.”

Adel Mardini, founder and CEO of Jetex, which has itsHQ in Dubai and bases around the world, was even moreoptimistic.

“I see a big opportunity for us,” he said. “The issue is notwith commercial airlines, it is the fact that people haveconcerns about big terminals packed with lots of peopleand where they are mixing with thousands of others.

“We believe that people will come to us, not becausethey want to fly a private jet, but because they want to usea private terminal.”

Backing this up, Mardini cites business increasing assoon as travel restrictions were eased. Flights from Rome,Italy, for instance, were booked immediately it becamepossible in June.

Plethora of online platformsThen there are the plethora of online platforms forbooking flights, which have seen many more people,especially younger business travellers, take advantage oflower cost flights.

Mardini also expects shake-ups among operators andfixed-base operations (FBOs), and is preparing to takeadvantage of any opportunities that fit in with Jetex’s plan.

“I expect a few businesses will be reshaped after thiscrisis,” he said. “We are hungry to acquire individual FBOsand we can see them wanting to be secure under a bigumbrella.”

One operator that has remained busy is DC Aviation,which has an FBO at Dubai South.

DC Aviation has introduced a programme for rapidCovid-19 pre-flight virus testing for crew and flightsupport personnel. Anyone who tests positive for the virusdoes not participate in flights and immediately enters aphase of self-isolation.

The test programme was introduced on the initiative ofDr Lutz Helmig, the owner of DC Aviation, and a wellrenowned physician.

With airline travel restricted, air ambulance or medevacflights have proved essential during the pandemic forreturning sick patients – whether from Covid-19 orsomething else.

FAI is the world’s largest fixed-wing air ambulance jetoperator by revenue, logging far above 10,000 hours peryear. It has been operating at maximum capacity,averaging around six missions per day with its 10-strongfleet of five Learjet 60s, four Bombardier Challenger 604s,and one Global Express air ambulance aircraft.Additionally, FAI is supplementing its fleet with itsexecutive charter fleet of business jets.

The business is there and growing. Operators need toseize the moment. ■

A HEALTHYOUTLOOK...

Isolating on an air ambulance: FAI has beenoperating at maximum capacity, averagingaround six missions per day. PICTURE: FAI.

Adel Mardini: “I see a bigopportunity for us.”


BUSINESS AVIATION

28

When the world’s first private BBJ 787 DreamJet flewinto the Dubai Airshow in 2017, it sent a buzz acrossthe region and beyond.

Now, the team that had the vision for that aircraftare back together with a proposal that could be a realgame changer – and they see it as a perfect pitch for aMiddle East market.

q q q q q

The A220 – formerly known as the Bombardier CSeries– has been eagerly received by the airline industrysince it was bought by Airbus as the entry-levelnarrow-body. With a clean-sheet design and all of thelatest technologies to reduce emissions and fuel, it isproving popular.

But for Stephen Vella, CEO of Kestrel Aviation, andTom Chatfield, CEO of Camber Aviation, it is an

opportunity to shake-up the top end of the privateaviation market. With the additional involvement ofdesigner, Jacques Pierrejean, they have nowpresented that vision to the world.

“This is a team that’s worked well together andthrives on innovation,” Vella said.

“We had a steep learning curve with the 787, with a lotof new design features in that aircraft. And we thought,well, why not leverage that on to a narrow-body project?”

Chatfield said the A220 will compete against theBBJ and ACJ aircraft. “It proved to be the idealplatform; it’s a clean-sheet design,” he said.

“The interior cabin is well suited to be able toconfigure it into a corporate aircraft. It has as muchfloor space as an A319, or a BBJ MAX 7. It’s got lots ofheight, lots of width, and together we were able todesign what I think is a very innovative andwelcoming interior.”

The designers’ research showed that owners wanta separate crew area in front; they want to have a mid-cabin lavatory and they would prefer to have theprivate suite at the back of the aircraft. This design hasthese three fixed zones, then flexible areas for dining,for entourage, and even for a child’s bedroom. n

A design for a new VIP aircraftconfiguration is being targetedat the Middle Eastern market.

Alan Peaford reports.

A VISION THAT’SNARROW MINDED

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INNOVATION

29

Recovery charge ready for take offBusiness aviation could spearhead the industry recovery afterexperiencing its most torrid time ever. Alan Peaford reports.

When the Covid-19pandemic hit theMiddle East in mid-

March, it wasn’t just the airlineindustry that felt the impact.

The region’s fleet of businessaircraft was grounded. “It wasterrible,” said Ali Alnaqbi,founding chairman of MEBAA,the association for the industryacross the Middle East and NorthAfrica.

“It just stopped,” he said. “Evenfor repatriation flights, youneeded a permit and approval butthey were halted.”

Alnaqbi spent much of the lockdown indialogue with governments to plead the case forsupport for business aviation companies.“Aviation was on hold totally. So, there has beena great negative effect on fixed-based operators

(FBOs) and all the businessaviation companies in the region,”he said.

Alnaqbi believes the sector willbounce back. “We can turn aroundvery quickly,” he said. “Businessaviation is very flexible. We canactually fly before the airlines.”

It is a view backed by Dubai-based Pascal Bachman, senior vicepresident for Europe, Middle Eastand Africa for Jetcraft, the globalleader in aircraft sales,acquisitions and trades.

“The airlines are going to reducetheir service and, in some countries, there’ll be noairline service, or it’s going to be at a very reducedcapacity, at least initially, and people will justhave to find other ways to travel,” Bachmannsaid.

“This will lead people to search for alternatives;

there’s only one alternative, and that’s privateaviation.”

Already, daily business aviation movements inthe USA have overtaken 2019 numbers for thesame days.

“Even during lockdown, we were busy andclosed deals on aircraft. Now it [lockdown] islifting it will make our life easier. And there’spent-up demand,” said Bachmann. “One of thekey things is confidence.”

During the travel ban, many owners havecarried out maintenance and upgrades to aircraft– but there are calls for more.

The European Business Aviation Association(EBAA) secretary-general, Athar Husain Khan,said: “We have an opportunity to rebuild betterby reducing air transport emissions in the most cost-efficient way. Business aviation’scontinuous investments in sustainability, healthand safety, are the new normal.” n At the time of going to press, plans were stillgoing ahead for the 2020 MEBAA Show to takeplace in Dubai on December 8-10. Alnaqbi saidthe organisers were continuing to monitor thesituation.

Ali Alnaqbi: “We can turnaround very quickly.”

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TRAININGFOCUS ON

Two years after it first opened,Emirates Flight Training Academy(EFTA) at Dubai South is looking

forward to reopening when given the go-ahead.

“We closed EFTA in March based onthe Dubai Government’s direction and toensure the health and safety of ourstudents, employees and otherstakeholders,” said a spokesperson.

“Even though the academy is closed,we are maintaining and following allhealth and safety protocols set by theDubai Health Authority. Internally, wehave set enhanced procedures, newpolicies and norms for when we reopen tostudents.”

EFTA is a world-class facility on184,000sqm of grounds. The academyhas its own runway, air traffic controltower, and maintenance centre. Itoperates a fleet of Cirrus SR22 piston-

engine aircraft and Embraer Phenom100EV jets.

EFTA quickly ramped up the trainingof new cadet pilots after its opening in2017.

By the end of 2019, it had 252students, including 11 female cadets, alldrawn from seven nationalities. It’s nowon its 17th intake of new students, withthe initial intake of cadets due to havequalified in March 2020.

❑ ❑ ❑ ❑ ❑

Captain Abdulla Al Hammadi, vicepresident of the academy, said: “It is anextremely fruitful and rewarding journeyas we continue on this path of providingworld-class aviation training.

“We have crossed several keymilestones in these two years in terms ofcadet progression, new partnerships,

taking delivery of our full fleet of aircraft,inducting advanced technology, andbuilding up our facilities.

“We are looking to attract and trainyoung and keen talent, who will becomecareer-ready after graduation and helpaddress the regional and global shortageof skilled commercial pilots.”

EFTA recently received its sixth minifull-motion flight simulation trainingdevice. These are the first of their kind inthe global aviation industry and aremodelled on the two aircraft types in itsfleet.

In 2019, 27 cadets completed their firstsolo flights on the Cirrus SR22 and haveclocked up a collective 3,671 hours and19 minutes of flying. Each cadet isrequired to complete a total of 185 hoursflying aircraft.

The first female cadet to fly solo, Latifa AlMansoori, took to the skies in September. ■

Coronavirus notwithstanding, the aviation anddefence industries will need pilots, engineers andaircrew for generations to come – and the MENAregion is the place to get them trained. In thisspecial spotlight feature, Jill Stockbridge and Dave Calderwood, supported by Vincent Chappard,Marcelle Nethersole and Steve Knight, have beenlooking at a number of the facilities involved.

Opening the door to the future

MENA’SCLASS OF 2020

Hands-on experience:Students train in the Cirrus SR22 flight simulator.


31

The worldwide shortage of aircraft engineersand technicians is still apparent, despite thereduction of flight hours during the pandemic.

But aviation will return and there are extratasks to perform, some of which may requirechecking and signing off by a licensed engineer.

Consequently, maintenance, repair andoverhaul (MRO) organisations are not easingup on training and recruitment.

Etihad Engineering, for example, isexpanding its operations in aircraftmaintenance and parking to meet the newrequirements of airline operators with fleetsgrounded due to the Covid-19 pandemic.

Operators from around the world haveworked closely with the company to bringforward maintenance work that was initiallyplanned towards the end of the year.

Current projects involve the delivery ofcabin uplift, passenger to freighterconversion, longeron modification, heavymaintenance (C-check), major structuralmodification, parking solutions, painting anddeep cleaning of aircraft for both Etihad

Airways and third-party airline customers.Likewise, Emirates Engineering is busy

looking after its fleet. Ahmed Safa, Emirates’divisional senior vice president engineeringsaid: “We have a comprehensive aircraftparking and reactivation programme thatstrictly follows manufacturers’ guidelines andmaintenance manuals, and we have enhancedstandards and protocols of our own.

“We also have the enviable challenge of afull wide-body fleet – 115 A380s and 155 B777s– and the most sophisticated systems andavionics in the industry. While a narrow-bodyaircraft only requires around 3-4 employeesworking for eight hours or so to cover it, ouraircraft need 4-6 employees working a 12-hourshift. And, taking extra precautions whilemaintaining social distancing, adds its owninteresting twist to the proceedings.”

Of the 270 aircraft in its fleet, Emirates hadinitially parked and wrapped up 218 aircraft –117 at Dubai World Central and 101 at DubaiInternational airport – that involved more than15,500 hours of work. ■

MROS FOCUS ON THE ENGINEERS OF TOMORROW

Big job: An Emirates engineer

works on an aircraftundercarriage.


32

TRAININGFOCUS ON

EAT SOHUNGRYFORSUCCESSIn 2014, Etihad Airways purchased thefixed-wing section of Horizon FlightAcademy and, after re-launching andrebranding, Etihad Aviation Training(EAT) became the first EuropeanAviation Safety Agency (EASA) approvedtraining organisation (ATO) in the UAE.

It is also approved by the General CivilAviation Authority (GCAA) and is anEASA Part 147 maintenance trainingorganisation.

With the acquisition of four twin-jettraining aircraft, in 2017 EAT became thefirst aviation training academy in theworld to use a jet aircraft in the initial stepof flight-training.

Based at three locations in Abu Dhabi,EAT is now a commercially focusedbusiness open to external customers. Itoffers a wide range of courses, includingairline training, type rating, cabin crewsafety and service training, instructortraining, cadet programmes and aircraftmaintenance training.

The centre currently operates 11 full-flight simulators, including three AirbusA320s, one Airbus A330/A340, oneAirbus A350, one Airbus A380, twoBoeing 777s, and three Boeing 787-9Dreamliner units.

The facility is expanding and will soonsee the arrival of a new Airbus A320

GCAA, EASA, and the Jordanian CivilAviation Regulatory Commission(JCARC), with dedicated Airbus A380and Boeing 787 classrooms.

Boeing 787 maintenance training iscarried out on Boeing’s state-of-the-artdesktop simulator (DTS), while A380training uses the Airbus competencetrainer (ACT) system.

Having direct access to EtihadEngineering, the largest commercialaircraft maintenance, repair and overhaul(MRO) services provider in the MiddleEast, provides operational aircraft forpractical training.

James Collishaw, head of businessdevelopment, said: “EAT’s initial businesswas generated in the Middle East.However, we quickly started our Europeancertification, which was awarded in 2018.That opened the door to the Europeanairlines and has demonstrated steadygrowth since. We have just secured our firstNorth American customer and have

fixed-based device, which will be availableto third-party customers.

Additionally, EAT has 12 Airbus andBoeing fixed training devices and, at theflying school, four Phenom Embraer 100jets, 10 Cessna 172s, six Diamond DA42sand two Extra 300LTs for upset recoverytraining.

It has also incorporated Etihad AirwaysTechnical Training into its portfolio. Thisis a part 145 and 147 maintenancetraining organisation approved by the

James Collishaw:“We have justsecured our firstNorth Americancustomer and haveambitions to grow inNorth America,South America andAsia.”

Main picture: An A350 trainingsimulator.

Founded in 2014, Kuwait Flight Academy claims to offerpilot qualification in less time and at less cost thansimilar schools in the region.

It does this by running intensive training programmes,offering its EASA Zero to ATPL (A) course, which isdesigned for students with little or no flying experience.

Trainees transition through the EASA private pilotlicence, airline transportation pilot licence theory, nightrating, instrument rating, multi-engine piston, and

commercial pilot licence. After successful completion ofthe course, students hold an EASA CPL(A)licence with ATPL(A) theory completed and areauthorised to act as a co-pilot (first officer) on aircraftengaged in commercial air transportation.

KFA runs its programmes in the classroom and itsCessna 172 simulator.

Flight-training is undertaken with the partner school –the Egyptian Aviation Academy in Giza – or in Europe. ■

Kuwait ‘s cost-effective high-speed programme


33

ambitions to grow in North America,South America and Asia.”

Etihad Airways, EAT’s largest customer,has implemented an evidence-basedtraining (EBT) recurrent trainingprogramme. All the EAT instructors arequalified to deliver this training, to thecompetencies required by pilots in order tooperate safely, effectively and efficiently in acommercial air transport environment.

Collishaw said: “These competenciesenable the effective management of themost relevant threats and errors – thosewhich are based on evidence collected inoperations and training. Fundamental toEBT is the concept of ‘resilience’; the abilityof crews to bounce back from an adversesituation and produce a safe outcome.

“EBT aims to improve pilots’ resiliencethough developing the underlyingcompetencies that assist in managing anysituations they may face. Competency-basedtraining is widely recognised as the future ofthe industry’s training philosophy.”

Part of the Edge group, Horizon is the region’s largest independenthelicopter flight-training academy.

Its state-of-the-art facility in Al Ain, Abu Dhabi, operates an all-Bellfleet of 407, 429 and 505 helicopters, along with modern flightsimulators, with courses designed for novices to experienced militarypilots.

The region has seen a growth in demand for helicopter training,fuelled by the expected employability of pilots.

Hareb Thani Al Dhaheri, CEO Horizon, said: “A recent study by Boeingestimated a demand for 59,000 helicopter pilots worldwide through2037. With increased defence spending and new uses for rotary aircraft,the industry is thriving, and more jobs are becoming available, from lawenforcement and search-and-rescue operations, to offshore supportand emergency medical services.

“With a great number of pilots retiring, trained helicopter pilots arealmost guaranteed a job in this growing industry for the next 18 years.”

The majority of the students at Horizon are sponsored by the military,but the school has seen the profile changing.

Al Dhaheri said: “We have a lot of youth cadets as students, but wealso have international students and candidates from other GCCcountries. Lately, we’ve noticed an influx of females breaking into thismale-dominated industry in the region, and that trend is beginning totrickle down to Horizon. It is an exciting and welcome change.”

The international-standard courses can be tailor-made to customerrequirements. Both civil and military training is undertaken usingsimulators and on turbine glass cockpits, which offer the new pilot awide range of operational skills.

The team also provides additional training in night vision goggles tohelp pilots navigate the difficulties of flying in the dark.

The academy’s most recent addition to the training fleet are the Bell505 helicopters. Al Dhaheri said: “The Bell 505s are configured forflight-training, fully equipped with an integrated glass cockpit thatenables pilots to experience modern controls on a single-engineaircraft. The aircraft delivers exceptional visibility and has a high-techflightdeck and adaptable cabin design, with advanced avionicsenabling first-time pilots to fly with confidence.” ■

GOOD PILOT PROSPECTS ON THE HORIZON

EGYPTAIR READY TO RESTARTWITH NEW SIMULATORSEgyptAir Training Academy is poised to restart training and has beenbusy with brand new full-flight simulators.

The Cairo-based academy worked with L3Harris to install a newReality Seven full-flight simulator for the new Airbus A320neo, andthat’s now up and running.

Soon to arrive, once the pandemic restrictions are lifted, is one of theworld’s first full-flight simulators for the Airbus A220-300, that’s beenespecially designed and manufactured by FlightSafety International.

“The simulator has completed production and is awaiting customertesting once pandemic travel restrictions ease,” said FlightSafety’sSteve Phillips.

“Following testing, it will be installed at the EgyptAir TrainingAcademy headquarters at Cairo International Airport. We expect thattraining will begin in the fourth quarter of 2020.”

This is the first simulator FlightSafety has built for the Airbus A220-300. It’s based on the company’s FS1000 simulators, which aredesigned to enhance performance and reliability, and lower life-cyclecosts compared to previous-generation devices.

They include FlightSafety’s electric control loading and cueingtechnology, and a new multi-function instructor operating station thatfeatures an intuitive interface, scalable graphics, and large multi-touchdisplays.

“We are continuously looking to evolve, and ultimately enhance, ourtraining academy by incorporating new technologies into our full rangeof training devices,” said Captain Ahmed Adel, chairman and CEO ofEgyptAir Holding Company. ■

To compliment EBT, Etihad Airwayshas a competency-based ab-initio trainingprogramme known as multi-crew pilotlicense (MPL).

Collishaw said: “EAT has developed itsstate-of-the-art B787 MPL programmeand also the next chapter in thedevelopment of our EBT offering. TheB787 MPL will offer flexibility for thefuture. Accompanying our legacy A320MPL programme, the EBT advances willcontinue to increase our safety margins.

“We plan to maintain the high-qualitystandard, but will attempt to increase thecost-efficiency of our training byincorporating new devices andprogrammes.

“Once approved by the relevantauthorities, these will enable us to offerhigh-quality competency-basedprogrammes to the wider aviation marketat more commercially viable prices,allowing an overall increase in theeffectiveness of training and safety.” ■


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36

TRAININGFOCUS ON

SAUDI AVIATIONCLUB TO EXPANDThe Saudi Aviation Club (SAC), which is basedat Thumamah Airport, near Riyadh, wasexpecting flight-training to restart followingthe coronavirus outbreak as ArabianAerospace was going to press.

Club managing director, Farres Moneer,said all precautionary measures would be inplace.

SAC provides flight-training for privatepilots (PPL), sport pilots and instrumentratings.

Once things are back to the new normal,Moneer is planning to start training at twonew locations – Madinah and Qassim – as partof the plan to roll out flight-training across thekingdom.

SAC was established in 2000 as anindependent non-profit entity to promoteaeronautical sciences and develop generalaviation and airsports in the kingdom.

Prince Sultan Bin Salman Bin Abdulaziz isthe founder and chairman. ■

OxfordSaudialinks up withUS universityOxfordSaudia Flight Academy haslaunched an initiative for its pilotgraduates to go on to a degree course withthe renowned Embry-Riddle AeronauticalUniversity in the US.

The academy, a joint venture betweenthe Saudi National Company of Aviation(SNCA) and training company CAE,believes it is an intelligent way forgraduate pilots to continue their aviationeducation should there be a shortage ofjobs as they gain their licence.

“We signed a memorandum ofunderstanding (MoU) with Embry-RiddleAeronautical University’s WorldwideCampus for graduates to receive credithours toward a degree,” said CaptainLarry Wade, CEO of Oxford Saudia.

“It was important to choose a universitypartner capable of catering to all presentand future students of our academy. Wewant only the best for our students, andthe choice of university had to match ourphilosophy for selection of our trainingpartners, staffing, and equipment.

“We are uncompromising in givingstudents and instructors training frominstitutions with a long history ofproviding the highest level of qualityeducation, professional development, andacademic experience. Embry-Riddleexceeds those requirements.”

Embry-Riddle offers a range of aviationdegree courses, from the business ofaviation to aircraft engineering, witheverything in between.

OxfordSaudia was set up in 2017 atKing Fahad International Airport,Dammam, with the aim of trainingstudents from across Saudi and theMiddle East. It offers a complete zero tocommercial pilot’s licence/air transportpilot licence (CPL/ATPL) course, with afoundation year before the full-timeintegrated course.

Unusually, it finishes with a type rating for

RABIGH WINGS TO REOPEN WITH IMSaudi Arabia’s Rabigh Wings was expectingto reopen and be fully operational as ArabianAerospace was going to press.

Captain Willem Marais, general manager ofRabigh Wings Aviation Academy (RWAA),said: “Like all aviation, we were brought tohalt on March 20. No training was possiblewhatsoever.

“We have used the time to prepare lots ofimprovements in our virtual flight-trainingcapabilities and will present them to the SaudiGeneral Authority of Civil Aviation (GACA) forapproval soon.

“Our operational staff also kept themselvesbusy with online courses, includingInternational Air Transport Association (IATA)training in safety management systems (SMS),

quality management systems (QMS) andauditing.

“Our aircraft were preserved as permanufacturer specifications and requirementsand will now be brought back to fulloperational service.

“We are busy implementing full Covid-19protocols and have taken all the requiredsteps to adhere to the very strict guidelines asissued.”

RWAA will be setting strict measures toensure safety for flight-training.

These include certified flying instructors(CFIs) being allocated one aircraft (tailnumber) that only he/she will fly for a 14-dayperiod.

Cadets will be allocated to CFIs in groups of

Captain Willem Marais: “We have usedthe time to prepare lots of improvementsin our virtual flight-training capabilities.”

Farres Moneer: Big plans.

Welcomingeveryone:OxfordSaudia wasset up in 2017 atKing FahadInternationalAirport, Dammam.


37

It’s a little over a year since the NationalAviation Academy of Saudi Arabia, alsoknown as Tayaran, had its inauguration at itsKing Abdullah Economic City (KAEC) HQ.

On that day, Prince Sultan bin Salman, head of its board of trustees, said Tayaran had been established to train talentedindividuals pursuing careers in variousaeronautical fields.

“The academy will strengthen the Saudieconomy and the aviation industry,” he said.

Tayaran has courses across the board. Theyinclude pilot training for both airline andhelicopter operations, with most of the flight-training taking place at Thumamah Airport,which also hosts Tayaran drone pilot training.

Other courses include GACA 147 approvedaircraft maintenance technician training.

Captain Mohammed Al-Subaiei, Tayaran’sgeneral manager, said the academy wouldsupport 1,650 trainees annually, including1,200 in aircraft maintenance and 450 pilots,making it one of the largest centres of its kindin the Middle East.

The academy has also signed amemorandum of understanding (MoU) withEmirates Flight Training Academy in Dubai toshare expertise, jointly promote their trainingprogrammes, and exchange cadet pilots andaircraft maintenance technicians betweenthe two academies.

“We accept sponsored applicants whopass our admission tests, regardless of theirgender,” said Al-Subaiei. “In three years, theacademy will accept students from around theworld. Such an ambitious project will initiallybegin with around 5% of the total number ofapplicants.

“The academy is committed to utilising thebest technologies and teachinginternationally accredited programmes toprepare its members to become pioneers. Itwill provide job opportunities for youngpeople who, Crown Prince Mohammed binSalman has said, are our foremost resource.”

Right now, to get courses moving againafter the hiatus created by coronavirus,Tayaran is offering a 25% discount for cadetpilots on a self-funded course, and is also ableto arrange interest-free loans for cadetsthrough the Alinma Bank. ■

an Airbus A320 as part of the course, ratherthan the type rating being added on later.

Investment in the school has been strong,becoming a CAE authorised training centreand installing a CAE full-flight simulator forthe A320, and ordering 60 single-engineand twin-engine aircraft from DiamondAircraft for its training fleet.

All the aircraft were equipped with JetA-burning Austro engines and GarminG1000 NXi glass cockpits – plus,unusually, a flight data recorder for post-flight analysis.

Talking about the order, Anthony

Miller, director of global businessdevelopment at OxfordSaudia, said: “Itmarks a new era of aviation training in thekingdom, which is well aligned with thekingdom’s 2030 vision.

“SNCA is determined to provide theaviation industry with highly qualifiedmale and female pilots who will be part ofthe development of our aviation industryand serve as an integral tool fordevelopment in the region. We havecarefully selected Diamond aircraftbecause of their well-known reputation ofsafety and efficiency.” ■

H IMPROVEMENTS TO VIRTUAL CAPABILITIESfour and training will be controlled in thesecadet groups.

Classroom training will be limited to theminimum and virtual training will beinvestigated continuously.

Normal sanitation protocols have beenimplemented for all facilities, aircraft andsimulator.

RWAA was Saudi Arabia’s first aviationacademy, set up to train new pilots from privateto professional. Last year it started on a majorupgrade to its fleet, accepting delivery of asecond Tecnam P2006T twin-engine trainer.

“We firmly believe that with a Tecnam fleetwe can reduce training costs dramatically andour aim is to complete a 240-hour multi-enginecommercial pilot’s licence (ME-CPL) in 14-16

months, which is in line with the worldwidemarket,” said Marais.

“Currently, we teach private pilot licence(PPL), instrument rating (IR), multi-engine (ME)and commercial pilot’s licence (CPL) as wellas flight instructor rating.

“Facilities include three classrooms, a fullyoperational flight dispatch room (ops room),seven instructor cubicles, a crew restingfacility, as well as adequate office space.

“In Jeddah, we have a fully operationalfixed-base operation (FBO), which includestwo classrooms, a marketing office, as well asadministration and financial offices. As mostof our clients are from Jeddah, the first 6-8weeks of PPL ground-school are presentedthere.” ■

Model facilities on display: The academy willsupport 1,650 trainees annually, including1,200 in aircraft maintenance and 450 pilots.

BIG AMBITIONS FORSAUDI’S TAYARAN

Captain Larry Wade:“It was important tochoose a university

partner capable ofcatering to all

present and futurestudents of our

academy.”

Ouroperational

staff also keptthemselves

busy withonline

courses.CAPTAIN WILLEM

MARAIS

‘

’


38

TRAININGFOCUS ON

EXTRA SIMULATOR SET TOEASE PRESSURE ON PSAAThe Prince Sultan Aviation Academy in Jeddah,Saudi Arabia, evolved from the Saudia PilotTraining Institute, which opened in 1959.

The current training facility was inaugurated inApril 1979, as flight operations centre, designed totrain Saudi Arabian Airlines staff.

The centre still focuses on Saudia, but alsoundertakes third-party training for other companies.It does not conduct ab initio training; focusing onpilot ratings and custom-designed training courses.

Captain Ismael S Alkoshy, managing director,said: “We welcome all persons, regardless of theirgender, to our custom-designed training courses,which cover cabin crew, flight dispatchers, flightoperations personnel and other skills training.

“We offer airlines in the region full-flightsimulator training, as well as ground-trainingcourses, either in PSAA facilities or online throughdistance learning and virtual classrooms. Coursesinclude aircraft systems, procedures, performance,safety, human factors, crew resource management,safety management systems (SMS) and dangerousgoods handling.”

PSAA has broadened its range of training subjectsand built a number of partnerships with reputableinternational organisations. It recently became anIATA regional training partner, as well as an ICAOassociate member for the trainair plus programme.

The centre’s two A320 full-flight simulators(FFSs) have been under pressure covering training

for Saudia, and offering Flyadeal, Flynas and SaudiGulf slots – but only when available. This issue willbe resolved when PSAA’s recently purchased thirdA320 FFS is installed this summer.

Al Koshy said: “The increasing proportion ofSaudi pilots in the Saudia and Flyadeal workforces –Saudia anticipates all its co-pilots being Saudinationals within the next few years – means that thissource of business is likely to increase. We areinvesting in new equipment to be able to support theadditional demand.”

❑ ❑ ❑ ❑ ❑

He added: “When it opened, Prince Sultan AviationAcademy was the only place in the Middle East tooffer commercial aviation training. Today, we havemoved away from being a training centre for Saudia,to a strategic business unit of the Saudi ArabianAirlines Corporation. The government’s goal is tohave us offer the highest level of training possible,with a focus on safety and quality.

“As we look back, a great amount of progress hasbeen achieved. As part of our considerableinvestments in technology, we have developed ourdistance-learning programme to support ourcustomers by lowering their training costs. Thisnewly approved training methodology decreases thenumber of people physically attending trainingcourses.” ■

Tunisia’s high-level training institutes areconstantly updating their programmes toadjust to the growing need of the aeronauticssector. Based in Tunis Carthage, theUniversity College of Aviation & Technologies(ESAT) is the only private tertiary institutionoffering an integrated and pluri-disciplinaryprogramme in aeronautics and technology,including an e-learning platform.

ESAT, which was set up in 2003, is part ofthe group founded by Abderrazek Ben Amara,who joined Tunisair as a pilot after his studiesin Switzerland.

A training pioneer, he had previously set upthe Airline Flight Academy (AFA) in 1998.

Since then, the AFA has been providingairlines and aerospace companies with pilots(more than 400) and mechanics (600) usingtailor-made theoretical and practical courses.

“It’s essential to constantly adapt totechnological evolution,” said Captain BenAmara, who has enjoyed the full support of hiswife, Amen.

She was heavily involved in the venture fromits inception. “I shared the passion of myhusband by accompanying every student on thejourney to knowledge and know-how,” she said.

PIONEER KEEPS ESAT AND AFA ON THE CUTTING EDGEThe captain and his team of instructors

continue to train young Tunisians and Africanson three modern Airbus and Boeingsimulators. The university is also awaiting anEmbraer simulator.

ESAT is an International Civil AviationOrganization (ICAO) member. It offersrecognised engineering courses in aeronautics,geomatics and topography, telecom andnetworking, computers and programming. Newcourses are being added, like on-board systems.

Dual degrees in aeronautical engineeringbenefit from partnerships with foreignuniversities or specialised institutes inBelgium, Canada, China, France, Germany,India, the UK and the USA.

Students benefit from scholarships andinternships locally and abroad, in places likeSouth Korea, to get professional experiencewhile progressing in their curriculum.

Aicha Ben Amara, who took over as ESATmanaging director from her mother in 2016, said:“We aim at excellence and innovation throughan holistic approach. Human development,gender equality, leadership ability, languageskills, and international experience are keyelements of our training and education

programme. Around 90% of our aeronauticsstudents get a job after their degree.

“I learnt the basics from my mother. Iobserved the daily functioning of students, theadministration and teaching team,” shecontinued. “I added my personal touchthrough immersion projects to enable ourstudents to meet industry professionals. Iwanted more student participation andinteraction with the community.”

Thus, an aeroclub, scientific and culturalclubs, and communication platforms, likeTunivision, were launched to fosterinteraction, curiosity, awareness,communication, and personal skills.

However, Captain Ben Amara believesmore must be done: “African countries mustjoin hands to set up a common specialisedtraining centre. We need integrated pathwaysfor human resource and skills development.Governments, too, must invest in training andresearch to build a scientific culture,” hestressed.

The group’s development plan includes thesetting up of a new common campus in Tunisfor AFA and ESAT to welcome more Africanstudents. ■

Africancountriesmust join

hands to setup a commonspecialised

trainingcentre. CAPTAIN

BEN AMARA

‘

’


39

GAA’S DECADE OF SUCCESS…WITH MUCH MORE TO COMEOriginally part of Gulf Air, when Gulf Aviation Academy (GAA) launchedas an independent aviation training facility in 2010, it became the firstEuropean Aviation Safety Agency (EASA) approved trainingorganisation (ATO) outside Europe.

In that first year, the academy also gained EASA 147 approval for itsengineering programmes and became a UK Civil Aviation Authority(CAA) cabin crew training organisation.

Ten years later, GAA offers a range of courses for pilots, cabin crew,ATC, engineering, security, airport operations and ground training, aswell as management and maritime qualifications.

CEO, Captain Dhaffer Al Abbasi, said: “Massive investment has takenplace since 2010. GAA invested more than $80 million dollars inequipment and renovation of the facilities to ensure compliance withinternational standards. We have built confidence with regional bodiesand are compliant with civil aviation authorities across the Gulf,including Kuwait, Saudi, the UAE and Oman.

“The initial investment was in three new full-flight simulators (FFSs),which was later expanded to six, with one positioned in Amsterdam tocomplement the market for that specific Embraer aircraft.

“The classrooms were renovated and the facilities extended by 75%.

❑ ❑ ❑ ❑ ❑

“We have upgraded our engineering labs and incorporated augmentedreality into our aircraft engineering training programme, providedthrough our collaboration with KLM training E&M’s NUVEON project forthe Boeing 787 and 777, in addition to Rolls-Royce and Pratt and Witneyaircraft engine programmes and various aircraft systems.

“Additionally, we have invested in a range of cabin crew trainingequipment to keep abreast of the latest aircraft technology, such as theBoeing787 door trainer.”

GAA has recently invested in a fourth A320 FFS in Bahrain to supportA320 type rating for pilots, reflecting the influx of the aircraft to theregion.

Around 25% of GAA’s training programmes are devoted to Gulf Air, butother clients include European flag-carriers, private and business jets,military operators and airports.

The academy has seen major growth, particularly in ground and pilottraining. Al Abbasi said: “Ground training has been steadily growing asall airport staff are obliged to pass a mandatory aviation security(AVSEC) training programme. The growth in pilot training is due to rapidairline expansion in the Middle East and Indian subcontinent.”

The academy has seen a change in both age and gender in studentdemographics. Al Abbasi explained: “We noted an increase in youngerpeople aspiring to be part of the aviation field, as well as more females.We welcome this change and believe it is essential to reflect equalityand empower women to have a major role in all fields.

“A main driver for this change was the ability to have the trainingprogrammes based in Bahrain, as previously much of the training wasprovided abroad.”

Early last year, GAA announced a partnership with CAAInternational. ■

Wide-ranging return for L3HarrisFor a huge company like L3Harris with so many areas of business, picking up when Covid-19restrictions ease will be complicated.

The company’s commercial training solutions division is involved in pilot training for bothcivilian and military operators, the supply of flight simulators and much more.

Pilot training is an ongoing necessity, for both new pilots and recurrent training ofexisting air crew. Before Covid-19, L3Harris was working with Oman Air and Qatar Airwaystraining cadet pilots on a 19-month multi-crew pilot licence (MPL) course, which took themfrom zero hours up to a qualified co-pilot on a specific aircraft.

The first female commercial airline pilot of Saudi Arabia, Yasmeen Al Maimani, trainedwith an L3Harris company, Aerosim, and is now flying with a Saudi airline. Yasmeen said: “Inrecent years, Saudi Arabia has made strides towards granting women equal rights through theVision 2030 programme, as well as lifting a ban on driving. This allowed me to finally achievemy first job offer in February 2019 as a Nesma Airlines first officer flying the ATR 72-600.”

❑ ❑ ❑ ❑ ❑

L3Harris is also reacting to the ‘new norm’ with the launch of its air transport pilot licence(ATPL) essentials programme for aspiring pilots who are not aligned to an airline.

ATPL essentials will take future pilots from anywhere in the world with little or no flyingexperience to frozen ATPL in 18-24 months.

Cadets who join the lower-cost ATPL essentials programme will be trained by thecompany’s leading instructors at L3Harris’ state-of-the-art facilities.

Other parts of the company are also swinging into action with a number of L3Harrisdevices being prepared for installation within the region.

These include an A320neo RealitySeven full-flight simulator for EgyptAir’s Cairo trainingcentre. The device was assembled and completed in-plant acceptance at L3Harris’s LondonTraining Centre in February 2020 and is now prepared for installation in Cairo. ■

Imposing: GAA hasclaimed a number oftraining ‘firsts’ at itsfacility in Bahrain.

Practice makes perfect: The PSAA has a large

practical area.PICTURE PSAA.


40

TRAININGFOCUS ON

Flight-training is well established in Jordan withthree schools for potential aviation professionals– the Royal Jordanian Air Academy (RJAA),Jordan Airline Training & Simulation (JATS),and MidEast Aviation Academy.

One of the oldest in the Middle East, RJAAwas originally established by the late KingHussein bin Talal to encourage young Jordaniansinto aviation. However, the scope grew and, as itcelebrated its 52nd anniversary, the school hadtrained more than 10,000 students from 40nationalities, both pilots and technicians.

Training takes place in 70 modern classroomsin the main campus in Amman Civil Airport –Marka, or at a second campus in the southerncity of Aqaba.

The academy offers pilot training from privatepilot licence (PPL) to air transport pilot licence(ATPL), as well as flight instructor, instrumentrating instructor, aircraft dispatch, cabin crewtraining and maintenance training. It has a fleetof 23 aircraft, both single and multi-engine, aswell as five simulators.

JATS is also a long-established academy thatoffers state-of-the-art simulator training.

It is equipped with full-flight sims for A310-300, A320-200 (three units) and ERJ Embraer170/190.

Based at Queen Alia International Airport(QAIA) in Amman, JATS is a type rating trainingorganisation (TRTO) for pilots, and is alsoapproved to conduct cabin crew and aircraftmaintenance part 147 training.

It is the only institute in the QAIA free zonethat uses solar energy, with a system that provides100% of its electrical daily consumption.

The instructors are all Jordanian, but thestudents come from a range of backgrounds.Engineer Fares Masarweh, general manager,said: “Approximately 30% of the students arefrom local operators and the remainder areforeign customers. Since we are a TRTO, mostof our pilots come through operators. However,we have a good percentage of self-sponsoredpilots, mainly from India and Libya, and withsome from South Korea. Currently, less than10% of our applicants are female pilots.”

He has seen the industry changing in the last40 years and feels that training organisations inthe country face a challenging future. He said:

“There is greater competition in the region nowdue to the creation of many new approvedtraining organisations (ATOs). Our courseshave changed as we have developed new trainingmaterials and, most recently, added the distanceand e-learning courses.

“However, demand is decreasing due to thesmaller size of operators and the slow rate ofattrition in pilots.”

MidEast Aviation Academy can also be foundat the Amman Marka International Airport.Established in 2000, the academy offers PPL,ATP, commercial pilot’s licence (CPL), multicrew cooperation (MCC) and flight instructorcourses, with additional emphasis on managingcrew, interview technique, and soft skills.

The engineering school offers B1.1 aeroplaneturbine, B2 avionics, and a range of shortmodular courses for budding technicians.

Pilot training is in two simulators, an AlsimAl-200, and a medium size jet simulator, theAlsim ALC (FNPT II MCC ), plus a fleet of fivePiper Archer PA28 and two Piper Seneca PA34aircraft. It is conducted by Jordanian instructors,who have air force or airline experience. ■

Schools maintain Jordan’s three spirit

Launched in 2008, Alpha AviationGroup is one of the largest and most-recognised providers of multi-crew pilotlicences (MPLs) in the world.

Alpha specialises in airline trainingsolutions, offering traditional cadetprogrammes, MPL, and type ratingtraining, with approvals under severalaviation authorities.

In February, the Sharjah-based AlphaAviation Academy became an officiallyapproved UAE General Civil AviationAuthority designated examination centre,authorised to schedule, book, and host airtransport pilot licence (ATPL) and air lawand operational procedures examinationsfor pilots who wish to convert or upgradetheir licences.

❑ ❑ ❑ ❑ ❑

More than 800 cadets from in excess of 70countries have passed through theacademy in the last 11 years.

Captain Nadhem AlHamad, generalmanager, said: “We have recentlyamended our age eligibility criteria,allowing us to cater to a more maturedemographic (17-35 years old). Thisamendment has seen an increase indemand from individuals, who are alreadyestablished in their work and are lookingto upgrade or switch careers.

CREWS CONTROL FOR ALPHA’S CADETS...

Furthermore, our number of female cadetpilots has doubled as a result of ourcommitment to gender parity andempowering women to achieve theirpiloting dreams.”

The aviation environment has seengrowth in the last decade, despite regionalchallenges, with the UAE maintaining afocus on aviation expansion anddevelopment. The academy has grownalongside the industry.

AlHamad said: “Since our 10thanniversary, we have moved to a newlocation and welcomed our 55th batch ofcadets.

“Our new facility, located at the AirArabia headquarters, is equipped with thelatest advanced technologies that helpcreate and foster an environment that isconducive to productive learning.

“We have also recently purchased a newA320 FNPT II MCC flight simulator that isaimed at further enhancing the cadets’training experience. Moreover, we haveexpanded our flight-training capabilities toAustralia and southeast Asia.

❑ ❑ ❑ ❑ ❑

“Internally, we have invested in ouremployees’ continuous learning anddevelopment by partnering with an onlinelearning platform to provide more than2,500 courses on key soft skills and technicaltopics that are in line with the growth of ourteam. These changes have helped us win thetraining provider of the year award for twoconsecutive years – 2018 and 2019 – and wepositively look forward to the next awardingceremony this year.”

Alpha has an ongoing partnership withSharjah’s low-cost airline, Air Arabia,which guarantees cadets flying hours onAirbus A320/A321neo, subject to thesuccessful completion of line training.This is an exclusive partnership via a jointventure, making Alpha Aviation AcademyUAE the carrier’s official education arm.

A moment in time:A selection of

Alpha’s cadetsenjoy the 10th

anniversarycelebrations.


41

OMAN GEARS UPFOR 2022 LAUNCHThe region will have an additional facility in2022, when the Oman Aviation Academyofficially opens at Sohar International Airport.

The facility is a joint venture involvingAirbus Helicopter, Oman National InvestmentsDevelopment Company, Al Hosn InvestmentCompany, and the ministry of defence pensionfund.

Although the facility itself is still underconstruction, the academy has alreadywelcomed its first students, with the batchesof pilot cadets currently undergoing thefoundation training programme at SultanQaboos University (SQU) in Muscat.

The academy aims to become an approvedtraining organisation (ATO) by the PublicAuthority for Civil Aviation of Oman (PACA)and the European Aviation Safety Agency(EASA).

It will accommodate 153 students at onetime, when complete.

Partnered with CAE, the Sultan of Oman’sAir Force, Oman Air and SQU, the academywill support customised pilot training for bothcivil and military aviation.

❑ ❑ ❑ ❑ ❑

CAE will provide operating services to theacademy, and also key elements for ab initiopilot training, including curriculum andcourseware, as well as safety managementand quality control systems. The flightinstructors teaching at the facility will also betrained by CAE.

The fully integrated campus will offer state-of-the-art training technology, including aB737 MAX flight-training device fromNetherlands-based MPS, which wasexpected to be delivered as ArabianAerospace was going to press.

The device will have the latest version ofMAX software installed and will also includeadvanced options, such as MPS instructorlesstraining.

The facility, which includes 3,000sqm ofaircraft hangar, in addition to 4,000sqm forstudents’ housing, a tower and a taxiway, willexploit its location within Sohar InternationalAirport to provide real-time trainingconditions for the cadets.

Flight-training will be undertaken in a fleetof Diamond Aircraft. The academy has signeda contract for six single-engine DA40 NGs andtwo twin-engine DA42-VIs – with an option toadd 16 more.

CEO, Captain Abdullah Murad Al Bulushi,said: “Oman Aviation Academy is a newestablished ATO aiming to be one of theleading pilot training organisations in theregion. We are highly focused on having thebest team and the state-of-art-training devicesto provide the highest training standards. Ourvision is to make OAA the future hub foraviation training in the region.” ■

Upon the successful completion of basetraining, cadets get a training contractwith Air Arabia to build up their 1,500hours and acquire an ATPL; this takesplace as soon as the cadet receives his orher MPL.

AlHamad confirmed: “93% of ourgraduates are employed within one weekof graduation with Air Arabia. Theremaining 7% go on to work for otherinternational airlines.”

The academy continues to enhance itstraining capabilities, having this yearpartnered with international flight trainingprovider, Fujairah Aviation Academy(FujAA), one of the largest trainingorganisation in the region, to deliver thecore flying phase of the academy’s UAEpilot training programme.

This partnership will see batches ofAlpha cadets undertake three months ofthe core flying phase of their pilot trainingprogramme at FujAA’s campus inFujairah, before they return to the Sharjahcampus to commence the basic phase ofthe pilot training programme, whichencompasses the transition from singlepilot to multi-crew cooperation (MCC).

AlHamad added: “We have alsorecently expanded our trainingcapabilities to southeast Asia andAustralia and we are anticipating anexpansion to south Asia soon.” ■

SPATIAL USES PANDEMICTO CATCH UP ON ORDERSCabin crew training simulator manufacturer, Spatial, has been busyworking through the Covid-19 pandemic with its ‘large’ order backlog.

“We are fortunate, as we are busy at the moment manufacturingprojects that came in before the pandemic, and we are continuing towork closely with our customers to deliver on that,” said Marc Van denBroucque, managing director.

“We have also conducted a number of factory acceptances remotelyover video links and these have gone quite seamlessly so far, but are byno means a full substitute for a proper hands-on test.”

The Ras Al-Khaimah-based company manufactures everything fromdoor trainers and virtual slide trainers, to cabin service trainers andcabin emergency evacuation trainers.

Its customers include Etihad Airways, Turkish Airlines, PegasusAirlines, and Flydubai.

Van den Broucque said the company has been “pleasantlysurprised” with new projects in the pipeline.

“A number of our clients are looking to procure new trainingdevices,” he said. “The approvals process for these is, however,understandably slower, given the critical challenges that most airlinesare facing at the moment. Nevertheless, we remain very positive aboutthe medium to long-term outlook for our industry.”

Van den Broucque added: “The one constant that we hear fromregulators in the cabin crew training space is that there is no realsubstitute for hands-on learning by using an actual aircraft or a doortrainer. There has been great resistance in moving to a virtual trainingenvironment and, while we have heard anecdotally that someregulators have been willing to show some flexibility to accommodatetemporary changes in how airlines conduct their recurrent training, wedo not expect this flexibility to persist once a normal environmentreturns, as safety is a key area where regulators, understandably, do notcompromise.

“The best way to continue training, therefore, does not involve anyfundamental changes to the hardware itself, but rather the appropriateuse of personal protective equipment (PPE), such as masks and gloves,during training.” ■

Engineering success: MidEast Aviation Academy engineering school offers B1.1 aeroplaneturbine, B2 avionics, and a range of short modular courses for budding technicians.


42

TRAININGFOCUS ON

DYNAMIC WAY TO CLEAR THETRAINING BACKLOGOne problem facing everyone as coronavirusrestrictions are lifted is operational currencyfor all aircrew – keeping vital skills up-to-date.

Yes, waivers have been issued by someauthorities but, at some point, aircrew aregoing to need to return for ongoing proficiencytraining.

Dynamic Advanced Training, based atDubai South in the Mohammed bin RashidAerospace Hub, is preparing for an influx ofaircrew training.

This can cover all emergencies, from a hardlanding to ditching on a stormy sea withinjured, frail, or outsize passengers.

Dynamic’s cutting-edge facilities can evensimulate a forced landing in a jungle or, at theother end of the scale, on a snow-coveredfreezing polar landscape.

❑ ❑ ❑ ❑ ❑

“As restrictions are eased or gradually lifted,aircrew must return to the training centres tofulfil the temporarily waived trainingrequirements, taking into consideration boththe limited capacities and the physicaldistancing requirements,” said Dynamicoperations director, Mark Kammer.

“Some air operators will find it challengingto cope with clearing the training backlogwithin the required periods. Outsourcingtraining may serve as an ideal opportunity tosupport air operators as they recover in atimely and cost-effective manner.”

Dynamic Advanced Training is GCAAaccredited and a one-stop-shop aircrewtraining centre with the space and capacity tohelp both small and large airline operators, forboth commercial and business jets, to achieveand retain regulatory compliance.

Just as Arabian Aerospace was going topress, Dynamic Advanced Training receivedcertification from the UAE’s General CivilAviation Authority (GCAA) as an approvedcabin crew training organisation. ■

Set on the apron of Al Bateen ExecutiveAirport in Abu Dhabi, the Gulf Centre forAviation Studies (GCAS) offers a portfolio ofmore than 300 courses.

As part of Abu Dhabi Airports (ADA),operator of five major airports in the emirate,GCAS is one of the few aviation trainingcentres located in an operational airport,providing students with a unique on-the-joblearning experience.

It is also the world’s first International CivilAviation Organisation (ICAO) Trainair-plustraining member; a fully certified andendorsed aviation training institution by theGeneral Civil Aviation Authority (GCAA) of theUAE and is accredited by the Abu DhabiCentre for Technical and VocationalEducation and Training (ACTVET).

GCAS general manager, Zamzam

Alhammadi, has seen training requirementsfor staff change since the centre opened in2009. She said: “There has been an increasingdemand for air travel, boosting the need forsector-specialised and trained staff, and theuse of automated services andtechnologically advanced systems in aviationhas increased over the past decade.

“This is particularly relevant for airportstaff, with the widespread implementation oftechnology in all aspects of operations. Thesenew technological solutions not only requireupskilling, but also change the very nature ofaviation-focused customer service andoperations.”

GCAS has developed a range of practicaland applied learning training programmes tomeet the future needs of the industry.Alhammadi said: “We have broadened our

Airbus has predicted the need for morethan 32,0000 aircraft globally over thenext 20 years – with in excess of 50% forthe MENA and Asia regions.

This is highly likely to result in asignificant shortfall in skills across allroles within the industry, particularlyengineers and pilots.

In addition, the InternationalInformation System SecurityCertification Consortium estimates thatthere are currently 4.07 million cybersecurity jobs unfilled. Many of these arerelevant to the aviation industry,including secure systems, systemsmonitoring, information governance, andsecurity by design.

In terms of supply chain expertise, thereis a definite shortage globally, with skillsgaps throughout, from drivers and vehicletechnicians, through to procurement andsupply chain professionals. There is astrong drive to make it a more inclusiveindustry, and we hope that this will bearfruit in the not too distant future.

USW is addressing the need for aircraftmaintenance engineers, aeronauticalengineers, cyber security specialists andlogistics experts, through its facility inDubai. Our aircraft maintenanceengineering programmes have been

UNIVERSITY CHALLENGETO GROW THE INDUSTRY

ON-THE-JOB LEARNING A BIG

Zamzam Alhammadi.

growing strongly since our entry tomarket in 2018.

USW has now launched a range ofprogrammes, including BEng (Hons)aeronautical engineering, BEng (Hons)MSc aviation engineering andmanagement, and MSc strategicprocurement management.

The new offerings serve to support theexisting BSc (Hons) aircraft maintenanceengineering degree with integratedEuropean Aviation SafetyAgency/General Civil Aviation Authority(EASA/GCAA) training, MScinternational logistics and supply chainmanagement degree, and MSc cybersecurity degree.

We also offer top-up degrees andfoundation courses, through which astudent can gain the right qualificationsto move on to the degree programme.

Our students benefit from the campus’location next to Al MaktoumInternational Airport and theMohammed bin Rashid Aerospace Hub,as well as the state-of-the-art learning andteaching space, which includes anEASA/GCAA-accredited workshop withan aircraft, and CFM56-3 jet engine, aswell as mechanical principles laboratoriesand soundproofed maintenance areas.

Theuniversity

has workedhard todevelopstrong links to

industry.

‘

’

The University of South Wales (USW) Dubai offers recognised British bachelor and masters

courses in aerospace engineering, and multi-accredited postgraduate courses in aerospace

engineering, business and management, and cyber security. Professor Paul Harrison, pro

vice-chancellor innovation and engagement, and executive lead for USW Dubai, believes

the college has a vital role to play in the growth of the aviation industry in the region.

Blazing a trail:Fire simulation

is all part of thetraining.

PICTURE: DYNAMICADVANCED TRAINING.


43

Dedicated laboratory space for IT andelectronic practical tasks and avionicssystems provide hands-on practicalexperience for students, and composite-based equipment to produce samplematerials.

The university has worked hard todevelop strong links to industry. It isimportant to provide an integratedsolution to education and training toensure employment-ready graduates, andwe have always valued the role of industryin the delivery of our higher education, togive students the chance to learn fromindustry-leading experts in the field.

It is standard practice for us, as auniversity, to have industrial advisoryboards for our professionally accreditedprogrammes. These links with industryenable us to keep our courses modern,relevant, forward-looking, and ensurethat our graduates are ready to hit the

ground running when they join businessand industry.

As the city expands, we will build onour strong relationships so that othercourses developed in South Wales can bemade available to global organisations inthe region. Airport engineeringmaintenance, airport security and airtraffic control, are some of the areasbeing explored.

Dubai South’s journey to become theworld’s major aviation hub is well underway, and USW Dubai is strategicallylocated right on the doorstep of theworld’s largest airport. This provides ourstudents with a combined experience ofacademic rigour and hands-on training inan ideal setting, and gives them goodopportunities to secure on-the-jobtraining, internships and part-time workwith potential employers in theblossoming local economy. ■

portfolio. We now offer on-demand blendedtraining, which combines the best elements ofonline learning, classroom, on-the-job andmicro learning. Our students range from newjoiners to those with many years of aviationexperience, hailing from all over the world.”

The centre is working to provide the skillsets that will be in demand over the next fiveto 10 years. Alhammadi explained:“According to the International Air TransportAssociation (IATA) aviation human resourcesreport, training and development will play avital role. From ensuring that a career inaviation is appealing to millennialworkforces, to upskilling and retainingexisting talent, training and development ismore important than ever.

“Customer service takes on particularsignificance as automation and digitisation

will redefine its scope and change the jobdescription and skills required.”

The centre has developed partnershipswith companies and organisations in theindustry, including the Airport CouncilInternational (ACI), IATA and ICAO.Alhammadi said: “GCAS works closely withthe industry and partners to ensure aviationbest practice. One example is the ICAO’s nextgeneration of aviation professionals (NGAP)initiative. The vision is for a global aviationcommunity that has sufficient competenthuman resources to support a safe, secureand sustainable air transportation system.

“We believe this initiative will go a longway in attracting a new generation of brightstudents to the aviation sector, especially inthe UAE, as the aviation market continues togrow and thrive.” ■

PLUS FOR GCAS STUDENTS

E-LEARNING ROUND-UP

POTENTIAL PILOTS ARE FLYING TO THIS SITEAviationFly.com, the online pilot training directory, might well becomethe first stop for anyone considering a flying career.

Launched late last year, the website aims to connect thestakeholders of the pilot training eco-system – potential pilots, airlines,flight schools, and flight school suppliers.

For the potential pilots it is simple. In languages from Albanian toZulu, the site offers contacts for and information about more than 350flight school and simulator training centres in Africa, Asia and theMiddle East, as well as more than 50 country-specific ‘how to become apilot’ guides. An interactive assistant will also provide help and advice,as part of the free consultancy services for those who register.

The site is currently receiving 21,000 hits per month from more than200 countries and registering 1,000 aspiring pilots monthly.

As well as offering free support to airlines for ab initio training, inJune the platform launched a flight school suppliers directory, givingacademies a resource for training aircraft, flight sims, ground school,management software and other essentials.

LOCKHEED MARTIN TAKES THE ONLINE ROUTELockheed Martin is running its annual summer internship programmefor UAE university students on a virtual platform to comply withdistance-learning measures aimed at containing the spread of Covid-19.

Lockheed Martin’s Center for Innovation and Security Solutions(CISS), based in Masdar City in Abu Dhabi, has hosted the merit-basedprogramme every year since 2017, and took the initiative online thisyear as part of its commitment to advance human capital developmentin the UAE.

Top-performing Emirati and UAE-based university students pursuingdegrees in science, technology, engineering, and mathematics (STEM)fields were invited to apply to join the three-month programme.

As part of the internship programme for 2020, up to 15 studentsworked remotely under the guidance of Lockheed Martin’s engineersand chief scientists on real-world projects that will have a positiveimpact on the UAE’s aerospace and defence industry.

Students received specialist training in fields related to artificialintelligence development, unmanned aerial vehicle design, defencesimulation exercises, business administration skills, and IT systemsmanagement.

VIRTUAL ENGINEERING INTERNSHIPSA new and innovative way to teach engineering has just started in theUAE. The first 22 engineering students have just begun a virtualengineering internship developed by CAE and the Tawazun EconomicCouncil.

The internship was originally meant to be conventionally taught butCovid-19 put paid to that. The engineering students currently attenduniversities such as Khalifa University (KU), UAE University (UAEU),Higher College of Technology and Abu Dhabi Polytechnic (ADPoly).

The virtual engineering internship is an eight-week programme witheach week focusing on a different module, including several related tobusiness strategy and how engineering plays a role.

FREE E-LEARNING TO COMBAT THE VIRUSNational Aviation Services (NAS), a leading aviation services provider, issponsoring a free e-learning course titled Covid-19: defeating the crisis andevolving as a leader, on the online training platform www.academy.aero.

The course, specially designed for aviation professionals, is the firstground-handling industry course to be made public by NAS.

NAS is offering this course free for up to 100,000 professionals fromthe aviation industry. It is available in English, French and Portuguese.

Comprising four modules, the course covers an overall awareness ofthe current pandemic, its effects on the aviation industry, the role of theaviation industry in mitigating its effects, and tips on how to deal withthe situation. A certificate of completion will be awarded at the end ofthe training. ■

Engineering the future:USW has a CFM56-3 jetengine on campus.


AIRPORTS

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Some people enjoy airports, most do not. Foreveryone, however, the next few months – perhapsyears – will bring big changes as they navigate from

terminal entrance to boarding gate. Be prepared for longer queues at check-in, security, and

passport control, and for greater use of automation,including self-bag-drop and biometric identificationtechniques, to cut down on the handling of passports.

Those changes may test passengers’ patience, as DubaiAirports’ CEO, Paul Griffiths, told Bloomberg newsagency at the height of the pandemic: “Going through anairport, the whole travel experience, will be as enjoyable asopen-heart surgery.”

Perhaps acknowledging that passengers and staff willonly put up with the irritation of wearing masks and (in thecase of staff) cumbersome personal protective equipment(PPE) for a certain amount of time, Griffiths added thatthese new measures could only be short-term solutions tominimise the chance of infection at airports until a newcoronavirus vaccine is distributed globally.

Airports throughout the Gulf have put in place a range ofmeasures to help prevent the spread of the virus and –importantly – give potential passengers confidence thatthey can travel safely again.

Emergencies often encourage the emergence of newtechnologies. Abu Dhabi Airports, for example, haspartnered with Tawazun Strategic Development Fund tolaunch the new CoDi BOT unmanned ground vehicle(UGV).

The CoDi BOT, designed and built by UAE-basedMarakeb Technologies, is a multi-purpose cleaning vehicle.

Big changes on the way in the post-Covid world

As the airline industry begins to emerge from its Covid-19 hibernation, airports aregoing to be very different places for the foreseeable future. Alan Dron reports.

It uses bursts of ultraviolet rays to sterilise hard surfaces,screens people through thermal infrared monitoring, andalso disinfects areas with liquid cleaning agents. It wasbeing trialled in the airport terminal, cargo and staff areasfrom May.

The UGV is remotely controlled, using real-time videoand a high-speed data connection.

It is being operated alongside a range of what havebecome common preventative measures, including thermalscreening, nasal swabbing, and polymerase chain reaction(PCR) testing, to detect anyone with the virus.

“Abu Dhabi International Airport has implemented arange of special measures across its cargo and passengeroperations, including workforce cluster management,thermal imaging cameras at key transit areas, free Covid-19tests for passengers and employees, and roster re-alignment,” said Abu Dhabi Airports acting deputy chiefoperations officer, Waleed Salem Al Hemeiri.

Bahrain International Airport (BIA), meanwhile, hasimplemented all necessary health and safety measures toprotect the wellbeing of passengers and staff.

Transferring operationsBIA is now in the final stages of transferring operations tothe new passenger terminal building, a state-of-the-artfacility that will enhance the travel experience and increasethe airport’s capacity to 14 million passengers a year. Theexisting terminal’s capacity is four million.

“Since the start of the pandemic, Bahrain AirportCompany (BAC) has implemented all the precautionarymeasures recommended by the authorities to ensure thehealth and safety of passengers and staff, and theprotection of public health in the kingdom, and in supportof the airport’s role in facilitating repatriation flights,” saidBAC CEO, Mohamed Yousif Al Binfalah.

“With these additional measures in place, we are in a strongerposition to fully resume operations safely and effectively.

“We are taking careful steps in collaboration with ourpartners to help get the kingdom’s aviation sector up andrunning again through maintaining social distancingmeasures, implementing enhanced sanitisation andhygiene standards, thermal screening, and mandating PPEas key pillars to achieving this goal.”

Like many aviation professionals, Al Binfalah believesthat international harmonisation of new regulations will beimportant in encouraging passenger flows again.

“There’s an opportunity for concerted efforts to becoordinated at a regional level to establish a set of mutuallyharmonised guidelines that will enable us to overcome ourshared challenges during these unprecedented times, restoreconfidence and reimagine the travel experience again,” he said.

With the right measures in place, hopefully PaulGriffiths’ predictions of open-heart surgery will bedowngraded to a minor procedure. ■

The new normal: Thermal screening andsocial distancing hasbeen put in place atAbu DhabiInternational Airport.

Mohamed Yousif Al Binfalah:“With these additionalmeasures in place, we are ina stronger position to fullyresume operations safely andeffectively.”


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TECHNOLOGY PANDEMIC

Most experts agree, to regain passenger confidence,the aviation industry is going to have to usetechnologies including touchless biometrics,

improved communications, e-commerce, and digital healthpassports, to future-proof operations.

In a recent webinar, Barbara Dalibard, CEO ofmultinational information technology company, SITA,said: “Covid-19 has had a huge impact – something wehave never seen before.”

She said the future of the airline industry will be drivenby cost reduction and doing more for less.

“I think the safest way to ensure that passengers don’thave to touch anything is with mobile technology,”Dalibard said. “This will start with check-in, using bagdrops and bar codes with your mobile device, and goingthrough to boarding.”

Building passenger trustSITA says the goal should be about building passenger trustby making travel safe, easy and contactless, and predictswe’ll start seeing more check-ins outside of airports.

The more that passengers can do on their smartphones,the more confident they’ll be about air travel.

Biometrics and digital identity management will befundamental capabilities in this touchless journey. SITA saysthey will enable greater automation, accuracy, and efficienciesfor both the air transport industry and its customers.

“This is a business where everyone has to collaborate –airports, airlines and government,” Dalibard said.

A recent survey by Future Travel Experience (FTE), anonline media, events and industry change leader, found thatmore than three-quarters of respondents (77.4%) expectto see increased adoption of “touchless” biometrics toverify passenger identity; 74.8% anticipate greater use of

Technology hasa key part toplay in theairlineindustry’s fightto winpassengersback in a postCovid-19environment.Steve Nicholsreports.

INDUSTRY SEES THELIGHT ON PROTECTION

self-service and automation for passenger processing; and69.2% expect to see technology used to identify passengersdisplaying Covid-19 symptoms.

Rohit Talwar, CEO of professional foresight firm, FastFuture, said: “The challenge now is to encourage passengersto return to the skies by demonstrating how clean, safe, andconsistent the flight experience is across the globe.

“The crisis has driven many to accelerate theirinnovation and digital transformation initiatives. Ideas thatwere once considered speculative, or ‘nice to have’, aremoving to the top of the agenda.

“We are far too early in the transition from crisis torecovery to know exactly what will work. What is clear isthat it will require a willingness to pursue rapid andfocused innovation and technology experiments, toconsider ideas that were previously deemed unthinkable,and a commitment to expand our horizons and learn fast.”

Personalised boarding informationExtending the use of smartphones could see live,personalised boarding information sent direct topassengers via an app, SMS or e-mail.

A recent paper prepared by FTE agrees and says thatbiometric technology can help the industry deliver aseamless and touchless airport experience. It says efforts toenable offsite pre-enrolment for biometric processing,removing the need for passengers to enrol using a kioskonce they arrive at the airport, should be accelerated.

It says health or immunity passports are being exploredin some countries but a global solution would require buy-in from multiple stakeholders, government agencies andhealth authorities.

The roll-out of biometric facial recognition technologywould also enable a touchless passenger experience.

But what else can we expect to see?The use of ultraviolet (UV) light within automatic tray

recirculation systems and baggage is being examined.Screening specialist, Smiths Detection, has announced

the launch of ultraviolet light kits capable of destroying upto 99.9% of microorganisms on baggage trays.

Smiths said the UV-C lights are contained within aspecially designed casing and pose no exposure risk to staffor passengers

Its global director aviation, Richard Thompson, said:“UV-C lights are a practical, straight-forward way thatairports can help reduce the transmission of any bacteria orvirus that might be on the surface of its trays, now and inthe long-term.”

Trials are under way at airports and the system isavailable immediately for installation with short lead times.

Also, Honeywell and Dimer are to bring an ultravioletcleaning (UVC) system to airlines that can significantlyreduce viruses and bacteria on cabin surfaces.

Honeywell says the system can treat an aircraft cabin inless than 10 minutes. ■

Cleaning up: Honeywell’sultraviolet cleaning systemcan treat an aircraft cabinin less than 10 minutes.


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MAINTENANCE MROS

Nobody needed a crystal ball to predict that mostMRO business would drop as soon as aircraftstopped flying.

Analysts monitoring MRO have forecast a year-on-yeardrop in business of 60-75% in 2020, and little hope for a fastrecovery as airlines delay maintenance, run down inventories,and opt to tear down grounded aircraft for spares.

Some observers, quoted by Reuters, suggested the impactwould likely be deeper than originally thought, with a properrecovery not anticipated until 2023. In the words of RichardAboulafia of Teal Group: “This is going to be a very brutaltime for companies dependent upon aftermarket revenues.”

David Doherty, head of sales for Etihad Engineering, saidhis “best guess” for a full MRO recovery was 30-36 months,with the different markets returning at their own pace.

MROs will be hit by a drop in man-hours as airlines turnto newer technologies, he said. “There’s a big shift in wherewe see the market going. Older aircraft that require moreman-hours will be put out to pasture earlier.”

Short-haul is expected to recover faster than long-haul, hesaid, but MROs will still have to invest significantly fortypes such as the Boeing 787s and Airbus A350s that, hesuggested, will be “the aircraft of choice for long-haul”.

But opportunities emerge from crises. Fraser Currie, chiefcommercial officer of Joramco, said demand for Joramco’sservices had remained strong, although the type of work hadchanged.

A ‘new normal’for maintenance,repair andoverhaul (MRO) isinevitable in theaftermath ofCovid-19, butwhat exactly doesthat mean? Chuck Grieve hasbeen finding out.

MROs: What will bethe new normal?

Currie said little of the initial activity by airlines to parkaircraft touched Joramco. However, he said, as airfieldsbegan ramping up, the Amman-based MRO saw “a massivesurge in long-term storage options” as airlines movedaircraft from their home hubs to locations strategicallysuitable for a fast return to service.

For Airbus’ Paul Oliver, the situation created anunexpected opportunity to bundle MRO. “In many cases,abrupt parking meant both aircraft and mechanics were co-located,” he said. “This presents a rare chance to embodymodifications in one shot, without having to compete withnetwork planners for precious ground time, as is the caseduring so-called ‘normal’ times.”

Emirates and Etihad Airways were among those airlinesto capitalise on the situation – in Etihad’s case using thegrounding to refresh the cabins of its entire fleet of 96aircraft.

This “opportunity amidst the crisis”, in the words ofFrederic Dupont, Etihad Engineering’s vice-presidenttechnical sales and customer service, extended to cabinuplift, passenger-to-freighter (P2F) conversion, longeronmodification, heavy maintenance, major structuralmodification, painting, and deep cleaning for EtihadAirways and third-party airline customers.

Down the road in Dubai, Ahmed Safa, Emirates’divisional senior vice-president engineering, said somescheduled heavy maintenance had gone ahead despite thepandemic.

Gradually restored servicesWith 218 of its 270-unit fleet parked at Dubai WorldCentral and Dubai International Airport, Emirates was in agood position for reactivation as the airline graduallyrestored services in line with the easing of travel restrictions.“We need around four to five dedicated employees and atleast 18-24 hours to put one of our aircraft back intoservice,” Safa said.

The evolving situation forced airlines to think outside thebox. Temporarily adapting passenger aircraft for cargo wasone option adopted by many, including some Middle Eastcarriers.

Lufthansa Technik was quick to offer supplemental typecertificates (STCs) for all common types – including for thefirst time the A380 – on the back of what it said was stronginterest.

Airbus subsidiary, Satair, meanwhile offeredcomprehensive parts kits for P2F conversions, with orwithout removing the seats, acknowledging this temporarysolution to revenue and load factors “is not for everyone”.

Joramco’s Currie said there has been an “interesting”consequence of original equipment manufacturer-mandated extensions to maintenance planning documenttasks. As some airlines took up that option to extend serviceintervals, others brought maintenance forward,fundamentally changing “this natural divide” betweensummer and winter seasons in the airframe MRO businessand keeping demand buoyant.

“We’re seeing that the winter season is not being affectedat all,” he said. “So it’s going to be interesting. As far as therest of 2020 and into Q1 of 2021 is concerned, we’reconfident. Then it’ll just depend how quickly the fleet comesback, but we’re feeling quite upbeat.

“Don’t get me wrong; there is a new ‘normal’, and wehave to right-size to meet that. But it’s not been as drastic asit might have been.” ■

A new look: Masks are now part of life

in the Etihad Engineeringhangars and shops.


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Guillaume GuyomarMarcelle Nethersole speaks to SITA’s vice president, airports & airlines sector Middle East, India & Africa.

3Technology is fundamental in helping airlines and airports to becompliant with new and fast-changing regulations that will helprestore passenger confidence.

New preventive measures aimed at limiting risk in the airportand on board the aircraft will require a changing approach topassenger management.

SITA has started rolling out new solutions that address thecurrent challenges, focusing on three areas – distancing, hygieneand sanitation, and health checks.

With distancing, we can use real-time monitoring technologies,along with predictive analytics, to ensure appropriate spacebetween passengers at key points across the airport. Predictiveanalytics will also support more proactive planning.

We can also look to use passengers’ mobile technology, beforethey arrive at the terminal, to extend the boundaries of the airport,where key steps, such as check-in and bag drop, are managed.

With hygiene and sanitisation, we can use a combination ofbiometric and mobile solutions so passengers can avoid touchinga kiosk or any other surface, managing their journey from thecomfort of their own phones.

Also, with the addition of integrated health or thermal checksinto key touchpoints, such as check-in kiosks, governments canleverage our risk-management solutions to be able to use pre-boarding checks.

■ Why will ‘smart technology’ be needed for airlines to safely return to the skies?

1This crisis has had a dramatic impact on the industry.

On the economic front, demand will be slow to recover,placing significant pressure on margins. This is alreadydriving a focus on cost-containment.

Any recovery will also depend on re-establishing theconfidence of passengers, while addressing newrequirements to ensure the health of travellers andemployees alike.

Technology will be vital. First, it is about ensuringcustomers can quickly become compliant with new andfast-changing regulations. New preventive measures aimedat limiting risk in the airport and on board will require a newapproach to passenger management.

Complementing basic hygiene measures, such as the useof masks and gloves, technology will, for example, enablelow-touch solutions using mobile equipment andbiometrics.

SITA is already enabling remote working for airports andairlines with our cloud-based contact centres. But, asoperations resume, our airport management solution willmeet the need for new efficiency and operationalpredictability at the airport, while the introduction of a moreagile common-use platform, where airlines are able toprovide a more mobile experience for passengers, will bekey.

■SITA is a multinational information technology companyproviding IT and telecommunication services to the air transportindustry, so what new challenges has Covid-19 created?

5What is clear is that newhygiene requirements willbecome part of the fabric oftravel and will remain inplace for the foreseeablefuture. They will shapewhat will become the ‘newnormal’ for travel. However, technology willplay a key role inautomating theseprocesses and makingthem less intrusive.

■ When can you envision a ‘normal’ return toservice for both airlines and airports?

6Today, my entire team isworking from home andmy foremost objective is tostay connected with them,making sure they are safeall over the region.

Also, we are in closecontact with all ourcustomers, supportingthem as they look to restartoperations in compliancewith the new healthrequirements andensuring passengers feelsafe and confident whenthey resume flying.

■ What does a typical day hold for you?

4Experience shows that themore we can automate thepassengers’ journeys, thehappier they are.

In a post-coronavirusworld, this automation –whether it is biometricidentity or using your mobilephone to manage your stepsthrough the airport – hastaken a new importance.

Our solutions allow thepassenger to, for example,check-in a bag using amobile device, manage akiosk interface, or board anaircraft with just a face scan.

■ What other technologiescan you see becomingrelevant in future airportterminal designs?

2Of course, less businessactivity and restricted travelhas positively reduced theimpact on the environmentworldwide across allindustries. Historically lowcarbon emission rates havebeen registered globally.

However, as normaloperations resume, theseare artificial levels thatcannot be sustained in themedium and longer termwithout firm action fromairports and airlines. This isan area where collaborationbetween players andtechnology can play a keyrole in improving efficiencyand, by extension, theenvironmental impact.

■With reduced passengernumbers, has it made anenvironmental impact onthe airports?

all in a dayAA46_SECT_Layout 1 22/07/2020 18:12 Page 49

Right now, our industry is facing the most challenging period in its history. Rest assured, we’re here to support you in any way we can. From answering your questions and offering advice, to helping you plan for the future or being just a friendly voice to speak to. We’re here for you.

www.ses.ie

SES. A CFM International Company.

Supporting your business. Supporting you.

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