L3Harris Archives - FLYING Magazine https://cms.flyingmag.com/tag/l3harris/ The world's most widely read aviation magazine Wed, 03 Jul 2024 16:31:42 +0000 en-US hourly 1 https://wordpress.org/?v=6.4.4 Weather Minimums Memo at Florida Flight School Generates Controversy https://www.flyingmag.com/opinion-2/weather-minimums-memo-at-florida-flight-school-generates-controversy/ Wed, 03 Jul 2024 16:31:40 +0000 /?p=210674 A new policy at L3Harris Flight Academy in Orlando dictates that the weather must be below certain criteria before a flight can be canceled or penalties would be levied.

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“If I wasn’t here right now, would you fly?”

I ask my private pilot candidates this when the weather is unstable or marginal VFR and falling. If they determine the weather does not support the mission, they need to explain why they came to that decision.

Developing personal minimums and learning to make the go/no-go decision is an essential part of their training. Developing that skill set can be tough to do when you are being pressured by a CFI intent on accumulating hours or a flight school with a policy that seemingly requires flight operations that would be below personal minimums for many pilots.

For example, a recent weather cancellation policy memo from L3Harris Flight Academy, based at Orlando Sanford International Airport (KSFB) in Florida, started burning up the blogosphere, as it dictates that the weather must be below certain criteria before a flight can be canceled or penalties would be levied.

The cross-country flight minimum of visibility of 3 sm and the ceiling of 2,000 feet stated in the memo is generating the most discussion, due in part to the definition of Marginal VFR as ceiling 1,000 to 3,000 feet and/or visibility 3 to 5 miles inclusive. The minima in the memo puts the aircraft in MVFR and well below the minimum altitude for 91.159 VFR cruising altitudes. The chance of a collision with other aircraft and obstacles down low increases because it puts the cross-country pilot down among those doing maneuvers. 

There are L3Harris minima published for the cancellation of IFR flights as well. If the weather is equal to the lowest approach minimums at KSFB (there are three ILS approaches, so the aircraft can use those minimums that would take the aircraft down to 200 feet above ground) the flight is supposed to take place.

L3Harris is a Part 141 school and a pilot pipeline, ostensibly designed to create airline pilots as quickly and efficiently as possible. If the airplanes are not in the air, they don’t generate revenue, and the learners don’t progress in their training. It is frustrating and wasteful when a client no-shows or cancels at the last minute, but pushing these minima, and having the CFIs push them as company policy may be counterproductive to the creation of safe pilots.

FLYING was provided with a copy of the L3Harris memo from pilots concerned about it “sending the wrong message” and “encouraging scud running,” in addition to creating an atmosphere of extra pressure for both the pilots in training and the instructors.

The June 12 memo said: “To accurately predict equipment availability and efficiency in the schedule, we are adopting a new cancellation policy. If the weather conditions are at or better than the limitations, a cancellation is considered non-excusable.”

According to social media posts from people representing themselves as former or current clients or CFIs at L3Harris, the school allegedly requires the pilots to arrive at school an hour before flight time, and cancellations must be done in person, or the client is charged a $250 no-show fee. 

The memo continues by encouraging the pilots to “be creative in your plan of action,” such as “changing routes to avoid deteriorating weather or thunderstorms. Be sure to use all available weather resources including but not limited to: local news reports, aviationweather.gov, ForeFlight, etc. In the event your flying proficiency does not meet the current weather, please speak with your Training Group Manager concerning a plan of action.

“No flights shall be flown in the area of a convective SIGMET without the approval of the chief flight instructor or their designee. All thunderstorms must be avoided by a margin consistent with safety. All severe thunderstorms should be avoided by at least 20 nm.”

Thunderstorms are often a daily occurrence in the Sunshine State yet “severe thunderstorms” was not defined. Last September in Kentucky we saw the fatal result of a CFI continuing a flight into approaching thunderstorms. Departing an airport in marginal weather limits the pilot’s options should the weather begin or continue to deteriorate.

The memo has been the topic of discussion at FAA safety meetings. The most common question was, “Is this legal in the eyes of the FAA?” 

FLYING contacted the FAA and the agency replied: “VFR weather minimums are in Parts 91.155 and 91.157. Flight schools operating under Part 61 must comply with these minima. Flight schools operating under Part 141 may have additional minima established by their FAA Flight Standards District Office as part of their training curriculum.”

Legally, the L3Harris memo complies with FAA regulations. Is it an exercise in good judgment and aeronautical decision-making? I don’t believe so, and I am not the only one. 

“Imposing mandatory weather minimums for student flight dispatch—to expedite flight training efficiency and protect profit margins—is both dangerous and counterproductive to building essential weather judgment,” said David St. George, executive director of the Society of Aviation and Flight Educators and a DPE. “This industrial flight training methodology, to improve dispatch rates, destroys the central focus of the FAA ACS—personal risk management.”

Added Karen Kalishek, chair of the National Association of Flight Instructors (NAFI): “NAFI has two primary areas of concern regarding L3Harris Flight Academy’s published weather policy regarding non-excusable cancellations: One, There are many instances in which weather quickly deteriorates, and the L3Harris stated weather minima provide little margin for pilots to escape potentially decreasing ceilings and/or visibility, and two, imposed weather minimums are inconsistent with the FAA’s intent that pilots should develop personal minimums that reflect their individual levels of proficiency and experience.

“The policy provides for a pilot to assess their personal proficiency and speak to a manager for an alternative plan of action. However, the ‘non-excusable’ terminology supports application of the default minimums.”

Attempts to find out if L3Harris operates with “additional minima established by their FAA Flight Standards District Office” were not successful, despite sending multiple emails and placing phone calls to the local FSDO and David Krug Jr., who signed the memo as the L3Harris chief flight instructor/head of flight training. 

When FLYING reached Krug, he said he was aware the flight academy weather cancellation memo was a topic of conversation in the pilot blogosphere, adding, “I cannot speak to internal information. I am not going to say anything. We are addressing it internally. I understand the situation.”

There were multiple posts on social media from individuals who contacted the Orlando FSDO to report the perceived safety issues. A few posted the emails they received from the FSDO in reply, stating that their concerns were logged and an investigator had been or would be assigned. A check of the signature on the email corresponds to the Orlando FSDO employee directory.

According to the FAA, the agency does investigate safety concerns but “does not confirm or comment on investigations.”

Risk Part of Flight Training

Flight safety is about managing risk. The FAA’s Risk Management Handbook explores how pilots should evaluate risk, and that includes establishing personal weather minimums.

In Chapter 2, it states, “federal regulations that apply to aviation do not cover every situation nor do they guarantee safety,” noting that “pilots who understand the difference between what is ‘smart’ or ‘safe’ based on pilot experience and proficiency establish personal minimums that are more restrictive than the regulatory requirements.”

Flight instructors are often the gatekeepers of personal minima—done in the form of limitations on a learner’s solo endorsement.

For example, the initial solo endorsement I give lists weather for flight in the pattern as 3 miles visibility and a 3,000 foot ceiling, and for the practice area, 5 miles of visibility. A weather briefing is a requirement as well. Crosswinds are limited to 6 knots, and that limitation is lifted and increased as the learner’s experience grows.

For the initial cross-country flights, visibility increases to 10 miles and the ceiling to 5,000 feet. After I review their flight plan, the trip-specific endorsement includes noting “weather checked as of (insert time).” 

I wouldn’t feel comfortable or responsible sending a learner out solo on a cross-country flight with 3 miles visibility and a 2,000-foot ceiling as noted in the L3Harris minima. 

There Is a Time and a Place

Personal weather minima is a fluid concept. It’s good to go out and stretch those skills from time to time with a CFI onboard. It can be a beneficial learning experience.

Weather minima are often dictated not only by the pilot’s experience but also proficiency and the mission. You probably wouldn’t take your non-flying, airplane-shy significant other up on a day with gusting crosswinds or turbulence.

A CFI (personally or by virtue of company policy) shouldn’t be pressuring the learner into making the flight, but it happens. Especially when the CFI and or company only gets paid when the propeller is turning.

Sometimes, the decision not to fly is the best choice. But it needs to be a choice and not something the client is financially penalized for.

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L3Harris Snaps Up Aerojet Rocketdyne in Planned Deal https://www.flyingmag.com/l3harris-snaps-up-aerojet-rocketdyne-in-planned-deal/ Mon, 19 Dec 2022 18:00:13 +0000 https://www.flyingmag.com/?p=163757 The propulsion system expert will add significant rocket and energetics capabilities to L3’s portfolio.

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The consolidation of the aerospace industry continues with the recent announcement that L3Harris Technologies [NYSE: LHX] has signed an agreement to acquire propulsion-system expert Aerojet Rocketdyne Holdings [NYSE: AJRD].

The deal, based on a $58-per-share stock price, all-cash transaction, will be valued at $4.7 billion. Aerojet Rocketdyne currently generates about $2.3 billion annually in revenue. The deal is expected to close in 2023, financed with existing cash alongside the issuance of new debt.

“We’ve heard the [Department of Defense] leadership loud and clear: they want high-quality, innovative and cost-effective solutions to meet both current and emerging threats, and they’re relying upon a strong, competitive industrial base to deliver those solutions,” said Christopher E. Kubasik, L3Harris’ CEO and chair. “With this acquisition, we will use the combined talents of more than 50,000 employees to drive continuous process improvement, enhance business operations and elevate the performance of this crucial national asset.”

Aerojet Rocketdyne brings 100 years of experience delivering propulsion systems and energetics to the DoD, NASA, and other partners around the world, including both rocket systems for space exploration and those propulsion systems supporting warfighters and other deterrent weapons systems.

For L3Harris, “The acquisition will ensure the defense industrial base and our customers will have a strengthened merchant supplier to effectively address both current and emerging threats—and promote scientific discovery and innovation—through targeted investment in advanced missile technologies, hypersonics and more,” according to a company statement.

“This agreement will accelerate innovation for national security propulsion solutions while providing a premium cash value for our shareholders and tremendous benefits for our employees, customers, partners and the communities in which we operate,” said Eileen P. Drake, CEO and president of Aerojet Rocketdyne. 

“Joining L3Harris is a testament to the world-class organization and team we’ve built and represents a natural next phase of our evolution,” Drake said. “As part of L3Harris, we will bring our advanced technologies together with their substantial expertise and resources to accelerate our shared purpose: enabling the defense of our nation and space exploration. This is an exciting new chapter for Aerojet Rocketdyne and our over 5,200 dedicated team members, providing them with additional opportunities, and we look forward to working closely with L3Harris to complete this transaction.”

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L3Harris Streamlines Pilot Training, Installs Flight Data Monitoring in Fleet https://www.flyingmag.com/l3harris-streamlines-pilot-training-installs-flight-data-monitoring-in-fleet/ Mon, 07 Nov 2022 21:16:33 +0000 https://www.flyingmag.com/?p=160916 The academy offers two pathways, plus a means by which it will make its operations ‘more efficient.’

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With both major and low-cost carriers in the European Union reporting strong third quarter results, many are opening back up to pilot training programs. And L3Harris Technologies has positioned itself to accommodate the influx of students.

That’s according to David Coward, vice president and general manager of L3Harris Airline Academy, part of the company’s Training Services division. “COVID was a big challenge for us, and during that we had to trim the business,” Coward said in an interview with FLYING on Friday.

Coward came into his current role about three years ago, in 2020, and he has since worked with the internal team to streamline the company’s offerings and physical footprint. This included a divesture from its location in Ponte de Sor, Portugal, which was finalized in September.

The move returns the academy to essentially three bases of operation, the London Training Centre, near Gatwick Airport (EGKK) in Crawley, U.K., facilities at Cranfield University on the airport (EGTC) near Milton Keynes, U.K., and its stateside location at Orlando Sanford International Airport (KSFB) in Florida. L3Harris has conducted FAA-based courses towards the airline transport pilot certificate or flight instructor certificate.

Essentially, for cadets training under an EASA or U.K. CAA course, ground training takes place at Gatwick, the single-engine VFR flight portion of the course is flown in Florida, and the multiengine and complex IFR work is completed in Cranfield. Completion of the course’s APS course—what used to be the MCC or multi-crew coordination course—finishes up at the Gatwick training facility.

Coward points to the Orlando location as being a draw for students, whether studying within the company’s FAA or EASA/U.K.-based courses. “Florida was always in people’s passions,” he said. “The weather location down in Florida is fantastic, we get great flying, great weather, the timelines and the amount of flying that our customers are able to do is just night and day compared to what we could do in Europe.

“Although we plan about 32 weeks in Florida, most of our students at the moment are now tracking about five or six weeks ahead of that.”

Two Programs, Two Entry Points

L3Harris has created two pathways for pilots seeking to complete certificates with the academy—one, a fully integrated program for cadets starting from scratch, and one that allows for those who have completed some work already to join the program.

“The Integrated ATPL [airline transport pilot license] packages L3Harris’ Airline Academy’s commercial pilot training with accommodation throughout the U.S. flight training phase, based in Orlando, Florida, training assurance and access to its Graduate Placement Pool,” said the company in a release. “Optional accommodation packages will be available for new trainees during the U.K.-based ground school and advanced training phases.

“The Flying Start ATPL provides direct entry to the company’s flight training programme for those who have already completed their theoretical knowledge ATPL exams. It similarly packages accommodation during its U.S. flight training phase, training assurance, and access to the Graduate Placement Pool.”

With the move, Coward said that the company is also looking to price its products correctly for the economic realities worldwide. “In response to cost of living increases across the globe we have launched two ATPL programmes at price points we believe reflect the value of our training proposition,” he said. “Our prices now include accommodation throughout the U.S.-based flight training phase, training assurance, providing peace of mind should the trainees need additional training and access to our world-renowned Graduate Placement Pool, providing graduates career services and support as they look to start their airline career. This makes our pricing clear and transparent.”

Flight Data Monitoring in the Fleet

L3Harris also took advantage of the downtime created by the pandemic to integrate one of its other company strengths—flight data monitoring—into the training fleet. “What we’ve done is fit all of our aircraft with wireless data transmitters and set up a [way] to enable all of our flight data to be analyzed using [company systems.]” It’s a commercial standard flight data monitoring program, taking the process a level above that of off-the-shelf flight tracking and trend monitoring.

“[We’re] trying to bring all of that data journey back into our portfolio, trying to use that data as a common thread to enhance our customers’ outcomes,” said Coward. He envisions the utilization of the data in three steps for the academy. First, from a safety perspective, for trend and event tracking from the outset. Second, for a debriefing perspective, particularly, allowing for the thorough postflight review of solo flights for which there has been little concrete data other than what the student self-reports. Third, Coward sees the use of the data beginning next year in improving operational performance, including reduction of fuel use and tracking of the academy’s carbon footprint and CO2 emissions.

“We’ll be looking at how we use this data to make ourselves a more efficient operation,” he said. “We won an award at the beginning of the year from Air Transport World for Technology Achievement in 2022.”

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Garmin to Supply G3000-based Flight Deck for Special Forces’ Strike Aircraft https://www.flyingmag.com/garmin-to-supply-g3000-based-flight-deck-for-special-forces-strike-aircraft/ Tue, 01 Nov 2022 23:16:36 +0000 https://www.flyingmag.com/?p=160407 L3Harris will add combat electronics to Garmin’s off-the-shelf avionics package for Special Forces’ Sky Warden strike aircraft.

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Garmin (NYSE: GRMN ) said L3Harris Technologies (NYSE: LHX) chose the company’s G3000 tandem integrated flight deck for use in its Sky Warden strike aircraft as part of a contract with the U.S. Special Operations Command Armed Overwatch program.

The G3000 provides the Special Operations Command with the latest communication, navigation, surveillance, and air traffic management capabilities using off-the-shelf technology that is based on Garmin’s familiar open system architecture design. L3Harris has integrated its mission management system, military sensors, communications equipment, and weapons systems into the G3000 touch screen for use in the Sky Warden

“Our strategic relationship with L3Harris integrates the open system architecture G3000 flight deck as a critical enabler for Sky Warden’s close air support and armed intelligence, surveillance, and reconnaissance (ISR) mission,” said Carl Wolf, Garmin’s vice president of aviation sales and marketing. “Garmin has an established history of supplying innovative, forward-looking avionics to militaries across the globe and we are honored to have our G3000 integrated flight deck support the U.S. Special Forces.”

The G3000 integrated flight deck will allow L3Harris to rapidly deploy new technology, while reducing costs, the companies said.

“Sky Warden features a cutting-edge flight deck and open mission system interfaces to support

integration of future technologies for the Armed Overwatch program,” said Luke Savoie, president, ISR sector, L3Harris. “We’ve collaborated with Garmin for years and look forward to continuing our strategic relationship to enhance warfighter capabilities.”

The G3000 is compatible with night vision goggles and has state-of-the-art synthetic vision technology that blends an “out-the-window” view of surroundings on large, primary flight displays. The Sky Warden is also equipped with Garmin’s GFC 700 digital autopilot which couples to the flight management system to develop complex, pilot-configurable search and rescue patterns. Other features within the Sky Warden’s flight deck include a terrain awareness and warning system (TAWS), traffic collision avoidance system (TCAS), and traffic information through ADS-B. 

The Armed Overwatch program includes delivery of up to 75 manned, fixed-wing aircraft, Garmin said.

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L3Harris Divests Flight Training Assets in Portugal to Sevenair https://www.flyingmag.com/l3harris-divests-flight-training-assets-in-portugal-to-sevenair/ Fri, 23 Sep 2022 18:05:46 +0000 https://www.flyingmag.com/?p=156749 L3Harris has divested its flight training assets in Portugal to Sevenair. The multinational corporation’s exit provides a growth opportunity for the Lisbon-based aviation company, which operates an academy, MRO, and a regional airline.

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L3Harris has divested its flight training assets in Portugal to Sevenair Academy. The multinational corporation’s exit provides a growth opportunity for the Lisbon-based aviation company, which operates an academy, MRO, and regional airline.

L3Harris operated a 260,000 square-foot training facility at the Aeródromo Municipal de Ponte de Sor (LPSO), in central Portugal, along with a fleet of roughly a couple dozen aircraft, including Piper PA-28s and Diamond DA42s. Sevenair also gains three simulators, and a 138-room dormitory accommodation for students on the airfield, with room to expand.

Sevenair Academy has taken possession of the aircraft, which expands its fleet to a total of 52. The ATO has training locations at the Aeródromo Municipal de Cascais (LPCS), near Lisbon, and at the Aeródromo Municipal de Bragança (LPBG), in the northeast part of Portugal. Its parent company, Sevenair Group, has an airline that flies within the country—from Portimão to Bragança—and to the island of Madeira, utilizing a Dornier 228 and a Jetstream 32.

L3Harris took over the 260,000-square-foot. facility from G Air at Aeródromo Municipal de Ponte de Sor, which Sevenair will now operate from, adding a third location. [Credit: Sevenair]

Growing Out of Cascais

In an interview with FLYING, Sevenair’s chief commercial officer Alexandre Alves welcomed the growth opportunity presented by the acquisition. “We will get the keys from the facility next week, but the aircraft are all in our possession already,” he said. “We will start recruiting people next week.” Only a handful of students remained at L3Harris, finishing up their time, so Sevenair will move forward with its own students.

The move helps relieve the squeeze Sevenair has felt in operating out of Cascais—the general aviation reliever airport in the Lisbon metro area. Training flights each day are limited at LPCS by NAV Portugal, the country’s air traffic services organization.

Sevenair’s direction also aligns the growth of its airline with the ability to provide pilots not only for its routes, but for other airlines as well. Alves said the company is in talks with one European airline, and one from the Middle East to provide cadet training for its two-year frozen ATP-L or potential MPL course.

The base at Ponte de Sor has extensive hangar space for Sevenair’s maintenance and technician training programs as well. [Credit: Sevenair]

The L3Harris divestment signals a reduction in its aspirations as an aviation training organization (ATO) in Europe, at a time when other ATOs are expanding into the Iberian peninsula. According to Alves, Sevenair was one of eight entities originally bidding on the L3Harris operation, with three making it to a final round—one likely an ATO with a significant base in Spain. “From what we understand [the Spanish ATO] was only interested in buying the aircraft,” Alves said. “But our offer was to buy everything.” Backed in the acquisition by a private investor, Sevenair has a significant budget to grow moving forward.

Other projects are on the horizon for the airport at Ponte de Sor, too. Alves mentioned the development of an aerospace manufacturing facility ready to break ground later this year, with the prospect of building a 19-seat regional airliner, similar to the CASA 212. Nearby Évora has been a manufacturing base, with Embraer in production there for many years.

The airport will also host the Portugal Air Summit from October 12-15.

The dormitory-style accommodation for cadets features 138 rooms. [Credit: Sevenair]

Aviation History in Portugal

The company appears to be a good fit for a location that was originally developed by G Air, another ATO previously located at Cascais. When G Air sold to L3Harris and wound down its business, Sevenair took possession of its facilities at LPCS. The acquisition of the academy and hangars at Ponte de Sor extends this reach further.

Sevenair Academy traces its roots back more than 40 years, when its original company, AeroAvia, was founded by Col. Victor de Brito. Brito died in August, leaving a legacy that Sevenair Group clearly feels proud to continue.

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Air Force Tests an Electronic Attack Jet Based on Gulfstream’s G550 https://www.flyingmag.com/air-force-tests-an-electronic-attack-jet-based-on-gulfstreams-g550/ https://www.flyingmag.com/air-force-tests-an-electronic-attack-jet-based-on-gulfstreams-g550/#comments Thu, 15 Sep 2022 18:15:00 +0000 https://www.flyingmag.com/?p=155626 The EC-37B tactical jammer is slated to replace the C-130-based EC-130H Compass Call.

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The U.S. Air Force’s EC-37B Compass Call, the next-generation tactical jammer aircraft program based on a business jet airframe, is “progressing well” and on track to enter service within the next five years, according to the service.

The EC-37B is based on the Gulfstream G550 business jet airframe and kitted out with electromagnetic warfare equipment from BAE Systems and L3Harris. It’s slated to replace the C-130 Hercules-based EC-130H Compass Call tactical weapon system that’s been in service since the early 1980s.

Designed to disrupt enemy command and control communications and navigation systems in order to restrict battlefield communication, the EC-37B also offers the enhanced flight performance of a commercial business jet, service officials say.

The Air Force has plans to order 10 EC-37Bs to replace its current fleet of 14 EC-130Hs. The EC-37B made its first flight last October, and the Air Force plans to field the first five aircraft next year, The Aviationist reported.

Gulfstream’s Multiple Military Applications

The EC-37B is one of several military or special mission applications for Gulfstream. The G550 also serves as the platform for the U.S. Navy’s Telemetry Range Support Aircraft, as well as the German Aerospace Center’s HALO high altitude atmospheric research aircraft. The business jet manufacturer’s platforms are also used for medevac aircraft and international maritime surveillance and patrol.

Late last month, Gulfstream announced it had delivered the third EC-37B to the Air Force.

The three jets are currently “in various stages of mission system integration and test,” Maj. Joshua Benedetti, an Air Force spokesperson, confirmed to FLYING.

“The program is progressing well, thanks in large part to our partnership with L3, BAE and Gulfstream,” Benedetti said. 

‘More Lethal’

“Compass Call remains the premier wide-area, standoff, Airborne Electromagnetic Attack (AEA) Command and Control Warfare/Information Operations (C2W/IO) weapon system,” Benedetti added. “The EC-37B Re-host sustains Compass Call’s current capabilities and makes it more lethal by modernizing its electromagnetic attack capabilities.”

When the EC-37B enters into service, it will be based at Davis-Monthan Air Force Base in Arizona. Last month, an EC-37B landed at Davis-Monthan, reportedly so airmen in the 55th Electronic Combat Group could view the aircraft up close.

“Compass Call suppresses air defenses by preventing the transmission of essential information between adversaries, their weapon systems, and control networks,” the Air Force said at the time.

The special mission aircraft utilizes the BAE Systems-developed Compass Call mission system currently deployed on the EC-130H, which is integrated onto the G550 platform by L3Harris. 

“The G550 platform has increased speed, endurance, and extended stand-off range over the legacy EC-130H aircraft—providing significantly improved survivability,” according to L3Harris. “The new platform will provide combatant commanders with improved stand-off jamming capability and flexibility to counter sophisticated communications and radar threats.”

[Video Courtesy: U.S. Department of Defense]

In the more than three decades the EC-130H has been in operation, it has been deployed to employ offensive counter-information and electronic attack for missions in places such as Kosovo, Haiti, Libya, Serbia, and Afghanistan. In the past decade alone, the EC-130H conducted more than 26,000 hours of electronic warfare in Iraq, according to the Air Force.

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Recon Crop Duster: Special Ops Selects Modified AT-802U Platform for Armed Overwatch https://www.flyingmag.com/recon-crop-duster-special-ops-selects-modified-at-802u-platform-for-armed-overwatch/ https://www.flyingmag.com/recon-crop-duster-special-ops-selects-modified-at-802u-platform-for-armed-overwatch/#comments Wed, 03 Aug 2022 19:43:14 +0000 https://www.flyingmag.com/?p=150333 U.S. Special Operations Command (SOCOM) has selected Sky Warden, a heavily modified crop duster platform purpose-built by L3Harris Technologies in collaboration with Air Tractor, for its Armed Overwatch program, it announced.

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U.S. Special Operations Command (SOCOM) has selected Sky Warden, a heavily modified crop duster platform purpose-built by L3Harris Technologies in collaboration with Air Tractor, for its Armed Overwatch program, it announced.

SOCOM’s initial purchase award is valued up to $170 million for 75 Sky Warden aircraft, with the indefinite quantity, indefinite delivery contract award worth up to $3 billion.

For agricultural aviators, Sky Warden boasts a familiar silhouette. It’s based on the manned, fixed-wing Air Tractor AT-802U platform, a rugged airframe used in crop dusting and firefighting. Its name is an homage to two special operations combat aircraft—the Douglas A-1 Skyraider that provided pivotal close air support during the Vietnam War and the modern-day U-28 Draco that provides intelligence, surveillance, and reconnaissance (ISR) support from a modified Pilatus PC-12 platform under the callsign “Warden,” L3Harris said.

The light aircraft is slated to replace the Air Force’s fleet of more than two dozen U-28 aircraft.

About the Aircraft

Outfitted with a Pratt & Whitney PT6A-67F powerplant, the aircraft is the largest single-engine turboprop available, according to Air Tractor. The AT-802 has a 6,000 pound combat payload capacity and is purpose-built for ISR Strike missions. 

The AT-802U is ideal during irregular warfare operations, according to the L3Harris and Air Tractor Sky Warden team. 

“Air Tractor aircraft were developed precisely to operate in austere environments with limited infrastructure,” Jim Hirsch, president of Air Tractor Inc., said in a statement. “Our aircraft are built to offer unparalleled flexibility, essential ingredients for special mission operators.”

Sky Warden features cockpit and engine armor, ALE-47 countermeasure dispensers on its wings, and self-sealing fuel tanks. Inside the cockpit are a hands-on throttle control and stick, a dedicated mission display, multi-sensor HD overlay and control, and a modular open systems architecture that allows for rapid integration of new technology. It can loiter for six hours at 200 nm combat radius.

Armed Overwatch

It’s also available, according to the Sky Warden team. The aircraft is production ready, with delivery in less than a calendar year.

“Sky Warden will bring powerful and affordable close air support, precision strike, armed ISR, and command and control capabilities directly to special operations forces in the battlefield,” Sean Stackley, president of integrated mission systems at L3Harris, said in a statement. “We are ready now to begin work on this modern, multi-mission system for the SOCOM Armed Overwatch program.”

The first production lot of six Armed Overwatch variants of the aircraft will begin at the Air Tractor manufacturing facility in Olney, Texas, with modifications beginning next year at the L3Harris modification center in Tulsa, Oklahoma.

“Armed Overwatch answers a critical need for U.S. Special Operations Command to conduct a wide range of operations globally in support of the National Defense Strategy,” SOCOM Commander Gen. Richard D. Clarke said in a statement, Air Force Magazine reported. “This rugged, sustainable platform will operate in permissive environments and austere conditions around the world to safeguard our Special Operations Forces on the ground.”

SOCOM’s Sky Warden is expected to reach operational capability by 2026, with full operation three years later, Breaking Defense reported.

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L3Harris Gets UK Approval To Train Cadets at Florida Flight Academy https://www.flyingmag.com/l3harris-gets-uk-approval-to-train-cadets-at-florida-flight-academy/ Thu, 14 Jul 2022 21:17:41 +0000 https://www.flyingmag.com/?p=148047 The post L3Harris Gets UK Approval To Train Cadets at Florida Flight Academy appeared first on FLYING Magazine.

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L3Harris Technologies said it received approval from the Civil Aviation Authority in the United Kingdom to train U.K. students working toward their integrated airline transport pilot licenses (ATPL).

The approval helps align the company’s 32-week pilot training program with international regulatory requirements. It also gives L3Harris opportunities to train more pilots when the airline industry faces shortages, the company said.

Under the approval, L3Harris can teach integrated ATPL courses to U.K. cadets at its Sanford Flying Training Academy near Orlando, Florida, where favorable flying weather typically allows student pilots to accrue hours quickly. The company said it expects to receive similar approval from the European Union Aviation Safety Agency, or EASA, and other global regulators in the coming weeks.

“Integrated ATPL cadets can now complete basic flight training at our U.S. Academy, getting maximum use out of our fair weather flight academy in Orlando, Florida, which is in alignment with commercial airline and cadet customer feedback,” said Dave Coward, vice president and general manager for L3Harris Training Services.

The accreditation enables ATPL cadets to complete 32 weeks of basic flight training using single-engine aircraft at the Florida-based academy. The program includes numerous skills tests, navigation, night flying, and a first solo flight. After that, the cadets return to the U.K. for advanced multiengine training. The full course is designed to turn candidates with little or no flying experience into qualified airline pilots in about 72 weeks.

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Pause on Pilot Cadet Programs Leads to Loss and Opportunity https://www.flyingmag.com/pilot-cadet-program-pause/ Thu, 15 Oct 2020 15:16:06 +0000 http://137.184.62.55/~flyingma/pause-on-pilot-cadet-programs-leads-to-loss-and-opportunity/ The post Pause on Pilot Cadet Programs Leads to Loss and Opportunity appeared first on FLYING Magazine.

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The pause or cessation of at least one major airline cadet program in the EU has left several large aviation academies informing students in the program of the significant costs to transition over to a different MPL or ATPL course. Other flight training organizations see opportunity in the midst of a rapidly changing industry.

With furloughs and layoffs dominating the passenger airlines over the summer of 2020—and into the autumn months, with thousands of pilots given notice on October 1—the turnaround from a pilot shortage to a packed pipeline comes as little surprise. Just one year ago, a dearth of pilots entering the workforce—combined with continuing retirements as older pilots aged out of the system—fostered the creation of a portfolio of programs by regional and major airlines around the world to entice cadets into training specifically for a single airline.

Many of these programs have been based on a standard, integrated ATPL program—in which a student passes theory examinations and completes between 180 and 240 hours of flight and simulator training—coming out at the end with a commercial/multiengine certificate and a “frozen” ATPL allowing them to finish up the full licensing with the airline that eventually hires them. Others followed an MPL program that is more restricted—and often tied almost inextricably to a job offer at a given airline.

So when major European airlines, such as easyJet based in the UK, gave indications that they would pause or discontinue their cadet programs beginning this summer, a wave of unease turned into reality as those predictions came to pass. One of the major academies hit by these changes, L3Harris Airline Academy—based in the UK with locations in the US, Portugal, and New Zealand—found itself in a tight spot as cadets on one of those MPL programs lost their key to completion of a license—final training with the airline—under the initial terms of their agreements with the airline and academy.

Reports of cadets being forced to accept substantial costs in order to transition their training from the MPL program to another—or to take their training elsewhere—prompted Flying to contact L3Harris for its response to the situation, as well as other training providers in the region. In a statement posted on the company website, L3Harris reported, “No additional costs have been asked of any cadet to continue on their existing training programme. We are continuing to work with the regulatory authorities and airlines to determine the most effective solution for the cadets affected.” Follow-up questions to the company provided the following from a company spokesperson: “The airlines have agreed to continue to sponsor the MPL, as required by the regulator, as such all cadets can continue on their programme should they wish. Further to this, updated information has been provided to cadets on an MPL course surrounding the issue of a Restricted Type Rating (without Base Training) following confirmation from the CAA. This allows cadets to complete their course without the airline providing the base training.”

Should the cadets wish to convert to an ATPL, the cost of conversion varies dependent on the stages of training they have already completed, with the amount of additional training determined by the CAA. This course of action is entirely at the cadet’s discretion. Clearly, should a cadet have completed the vast majority of their MPL training already [as was the case in the example circulated] the conversion option is unlikely to be as attractive as it would be to a MPL cadet at an early stage of their training course. However, we wanted to be open with the information to the cadets and therefore provided all of the options and associated costs to all cadets, ensuring they had the full picture to make an informed decision. There are no MPL programmes being operated [in the Portugal location] under the ANAC approved training organisation.”

However, a particularly unfortunate situation had already been brewing at the company’s location at Aerodrome Ponte de Sor (LPSO) in Portugal, where reports of training delays included difficulty attracting and retaining qualified instructors. The retraction of airline cadet programs has exacerbated the situation, leaving cadets in a difficult position. L3Harris responded to this as well: “We continue to carefully manage the cadet to instructor ratio at the Academy in Portugal. Only one instructor has left that location in 2020 with new instructors brought on as required.”

P2006T
Sevenair has updated its fleet to the Tecnam P2006T for multiengine training, as well as to the P2010 for instrument work. Julie Boatman

Carlos Amaro, general manager for Sevenair Academy in Tires, Portugal, based at the Cascais Municipal Aerodrome (LPCS), outside of Lisbon, observed the situation as it developed through the spring and summer. “What we were not expecting—no one was—was that an academy with the international dimension and reputation, like the one that operates in Ponte de Sor, would decide to simply break the contracts of 130 cadets, halfway through their courses, leaving those to find alternatives to fulfill their courses within EASA deadlines. We were not insensitive; we could not be. Thus, we presented an alternative to these students and received those we could, who accepted our conditions.”

There may be a silver lining out there, as the return to commercial passenger flying stages a comeback—however incremental it seems at this point. According to the newly published Boeing Commercial Market Outlook 2020-2039, there’s a marked retracement in the number of new airline platforms projected for delivery in the next 20 years—a decrease of 2.2 percent from 2019′s 20-year projections—but there will still be a need for pilots throughout multiple segments of the aviation industry. The company’s Pilot and Technician Outlook, recently released for the same period, states, “While the current industry downturn, driven by COVID-19, has resulted in a temporary oversupply of qualified personnel, the long-term need remains robust. In recent decades, aviation has experienced external forces that have affected demand, such as 9/11, SARS and the Great Financial Crisis. Recovery has generally followed several years later, as the fundamentals driving passenger and air traffic demand remain strong.”

Sevenair represents one of those academies that have made such investments for the long term. “Sevenair Academy has made a big bet in the last 4 years, investing heavily in the sector after an internal restructuring that led to the acquisition of a new fleet, a new image, new facilities, a new approach to the domestic and foreign market. The return on this investment was rewarded by the exhaustion of our training capacity, but we maintained the firm intention of not exceeding our capacity. This policy resulted in waiting lists of more than 1 year for cadets to be able to join our courses, and we stood by these measures. Of course, we observed the market, which before COVID was full of demand, and we received hundreds of requests to transfer cadets from other academies, who realized that they would have great difficulties in finishing their courses within EASA deadlines, due to a notable lack of means. Unfortunately, we were unable to host them at our academy, as this would frustrate our own production control policy.”

PS-28 Cruisers
The aviation training organization FlyBy, based in Spain, uses Czech-built PS-28 Cruisers for its training program. Courtesy FlyBy

Optimism comes from new entrants into the flight training industry as well, those who propose to bring insights from other business development into aviation training organizations. One of those new leaders who sees opportunity amidst the current landscape is Alex Alvarez, CEO of FlyBy, now based in Borgos and Soria, Spain. Alvarez joined the aviation industry in 2014 from a career in construction engineering, and he has applied his experience serving customers as well as solving detailed, complex problems to the development of an ATO serving the Iberian Peninsula and beyond.

“For my 40th birthday I took a discovery flight in the UK,” said Alvarez, while he was based there, and he was hooked. He became general manager for an ATO based at Madrid-Cuatro Vientos Airport (LECU), QualityFly, but found that applying his concepts to an existing business was fraught with roadblocks and resistance. FlyBy, then in Bilbao, was bankrupt at the time of his consortium’s purchase of the entity—but it held critical approvals that would help launch the project he envisioned.

Five years later, the ATO has seen growth from the 30 to 40 local students annually to more than 200 from more than 50 nationalities this year, fueled in part by the crossover of cadets wanting to continue training outside of the bespoke airline programs currently on hold. The demand has led FlyBy to open a new base, in Soria, about two hours northeast of Madrid and not far from the main base in Borgos.

FlyBy has based its expansion on a few key elements that are critical—and difficult—to get right. First and foremost is the relationship with the students, and the provision for the elements they need to succeed. When FlyBy pursued a new base, “the first question was accommodation,” said Alvarez, with the amenities needed for students to thrive. Second, detailed attention to the training schedule, which FlyBy sets a week in advance—expecting students to come to the airport whether they are planning to fly or not. Next, cost-effective fleet operations: FlyBy utilizes a 19-aircraft training fleet, based on the Czech Cruiser Aircraft’s P28 light sport, two-seat airplane with glass up front. Alvarez has been impressed by both the durability of the model as well as the company’s attention to any AOG issues.

Finally—an ace in the hole—FlyBy is an exam center for the region, providing 780 pilot exams in 2019, and on track for 1,000 in 2020. Alvarez notes a 91-percent pass rate for its students—and the ability to schedule those exams as little as two weeks in advance, as opposed to farther out. The integrated ATPL program is truly that—while other ATOs complete theory training before beginning the flight sessions, FlyBy’s program has students flying within weeks—and often first solo comes before the end of the second month of flying, during the fourth month of training. The motivation this provides makes sense for Alvarez.

As Amaro concludes, “Other academies, some emerging in the Iberian Peninsula, will see this as a great business opportunity, and they have managed to respond in a financially very aggressive way to this unusual market. I hope that, once again, the desire to do business at any cost is not the relevant factor for these cadets already so deceived and martyred, and that everything will end well for them. Sevenair Academy will continue its chosen path, with more investment and in the certainty of consolidating its position of reference in Portugal and in the world of aviation in general.”

As the pandemic passes, and commercial aviation achieves a post-COVID state, it will remain to be seen whether these investments pay off. Without a doubt, though, those who are able to continue training through the downturn will be those poised best to capitalize on the next upswing, given aviation’s cyclical nature.

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A Structured Approach to Becoming a Commercial Pilot https://www.flyingmag.com/l3-harris-structured-approach/ Tue, 21 Jan 2020 14:54:14 +0000 http://137.184.62.55/~flyingma/a-structured-approach-to-becoming-a-commercial-pilot/ The post A Structured Approach to Becoming a Commercial Pilot appeared first on FLYING Magazine.

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Not everyone is cut out for an office job. From childhood, Skyler Shaffer knew that big dreams lay ahead for her—and she was inspired by her father’s example to turn those dreams into action. “Growing up, I always wanted to be some kind of engineer or an astronaut. My dad heavily encouraged me to do something more than your regular 9-to-5, as he knew I wanted something more than what is below the sky.”

Exposing that potential took a form that’s familiar to many young prospective pilots—at an airshow. “Since we had a fascination with powerful aircraft, we went to multiple airshows,” Shaffer says. “Seeing what the aircraft could do made my heart flutter, and I knew I wanted to fly. We both started our flight training together at a Part 61 school, but at the time, my dad’s workload was too much to focus on flight training. I then decided to go on my own and venture to L3Harris Flight Academy. Now that my dad’s workload isn’t as heavy, he’s decided to join L3Harris, and I’m now his instructor.”

Shaffer takes part in an Aviation Day event
Shaffer takes part in an Aviation Day event at L3 Harris Flight Academy. L3 Harris Flight Academy

How did she go from wannabe pilot to teaching her dad how to fly? It wasn’t all laid out for her. “Before I went to the Part 61 school, I had little knowledge on what was ultimately expected of me for the practical exam and just trusted my instructor. I wish I had done a lot more research on my own and asked around before going to the only flight school I knew about that was closest to me.” That experience left her wanting more. “At the Part 61 school, I felt like there was little structure. There was no outline of what to study, nor was there a deadline.”

Shaffer made the transition to L3Harris Flight Academy, and she found the organization she’d sought after. “Personally, I like to have due dates for my goals, and the quick-pace life of a Part 141 school was perfect for me. They had a clear schedule, syllabus, and deadline to my training, making it heavily motivating.” In addition, the rigorous schedule meant that she finished her training faster than she’d anticipated. “The duration of my training really surprised me! I was told the academy was fast-paced, but did not expect it to be as fast as it was.” Earning L3Harris’ High School Senior Merit Scholarship in 2017 also gave her a psychological boost—as well as a financial one.

Shaffer along with the close friends
Shaffer along with the close friends she made during training – now as instructors. Skyler Shaffer

With more to the program than just a great training syllabus and schedule, L3Harris also provided an environment and culture Shaffer enjoyed—one that supported her training goals. “I really loved the people I was with. Not only did the training-course outline motivate me, but so did my peers. I really loved the encouraging atmosphere of the academy’s instructors, managers, and other students. I was constantly told to push myself further than I thought I could, which led to great results. Even if I was in a funk, I was reminded that I’m human and that I can choose to be greater than my failures.”

So, what’s on the horizon for Shaffer? (After finishing up her father’s training, that is.) “I’ve decided that I want to fly seaplanes. There’s nothing that makes me happier than the sun, ocean, and airplanes. In five years, I see myself getting my seaplane rating, and island hopping and landing on glassy waters somewhere in the Caribbean with a seaplane charter service.” In 10 years? “Honestly, I’m not sure. There are so many incredible opportunities in this field. I’ll just have to wait and see what it surprises me with.”

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