Cirrus Aircraft Insurance

Cirrus Aircraft Insurance - Case study: Pilot Bob buys a used plane that is due its annual in three months. Immediately after the purchase Bob takes the plane to his favorite A&P and asks him to give it a good look over and to fix whatever is wrong.

Bob's A&P notes the annual is not due for three months. He gives it a good look over and fixes what he finds. Bob picks it up and assumes it has a new annual. Bob's A&P, however, did not do a full-blown annual and does not include an annual inspection sign off in the log books.

Cirrus Aircraft Insurance

There is currently only one company, Avemco, that is a "direct writer" of GA insurance. In other words, Avemco is the only company you can call up and buy insurance from without going through an intermediary.

Direct Writer

You call Avemco and speak with an individual who takes the information regarding your airplane and you as a pilot, you then receive a quote for hull and liability coverage and you can "bind" the policy right then and there, that is, make it effective

immediately. The only thing to keep in mind is that the person you are speaking to on the telephone is an employee of the insurance company and owes no fiduciary responsibility to you, only to the company.

The insurance company will be the one that underwrites and backs your policy. When you receive quotes, you should receive a proposal from your broker that outlines several insurance companies and the differences between them them.

Not all insurance companies are the same the lowest price may not always be the best option for you. You want to look for a financially strong insurance company that has great service and a good policy.

Denial Of Coverage

Soma insurance companies have broader policies that offer expanded coverages and others may lack in coverage or have a history of poor service. Your broker should point these out to you and not always push you to the lowest

priced option. It happens. Something bad happens involving your plane and your insurance company informs you that it is denying coverage. Of course, you have the right to challenge that denial, and in some states you are entitled to recover incurred expenses plus a penalty against the insurance company for a wrongful denial.

As mentioned above, your insurance coverage might be denied because you lied on your application. But there are other reasons. Most policies have language stating that coverage is effective when the plane is airworthy. As an example, an airplane that is "out of annual" is not considered to be FAA airworthy.

There are two different players when it comes to that aviation insurance – the broker and the actual insurance company. A broker (such as Gallagher) works for you (the aircraft owner), not the insurance company we act on your behalf by being your advocate.

Brokers Versus Insurance Companies

For this reason, you want to make sure you are working with a broker that specializes in aviation, has history in the insurance industry, and most importantly, knows Cirrus aircraft. An experienced and long-standing broker tends to have more pull and better relationships with the

underwriters at the insurance companies. The purpose of insurance is to manage risk. As an aircraft owner you face a risk of damage or destruction to your airplane for any number of reasons. Should you do something with your airplane that results in injury, death or property damage, you may be held financially responsible for such losses.

If you are sued, you face the cost of defending yourself, whether or not the legal system finds you liable. "We are excited to partner with Wings to provide a modern insurance program and to collaborate on exciting initiatives that will make a difference for our customers and to optimize their insurance solution," said Seneca Giese, Director of Business Development of Cirrus Aircraft.

Some states say the cause of the damage must be related to the policy provision that was not met. Other states say there does not have to be a relationship to what caused the damage and the policy provision that was not met.

Why Bother?

Unfortunately, most states side with the insurance companies on this one. The plane, which had been at 3,000 feet after its departure from Duluth, had begun a descent when something went terribly wrong. According to flight trackers, the Cirrus was descending at more than 130 knots and around 1,850 fpm.

It made contact on the frozen Duluth River, inverted, partially broke though the ice and caught on fire. The SR22, a 2016 model, had just taken off from Duluth (KDLH) just a few minutes earlier and was heading to a nearby Superior, Wisconsin, airport, just across the Duluth River.

As Rathbun neared the boundary, he was given permission by the Duluth tower to change frequencies to the Superior frequency. Rathbun responded in the affirmative. It was the last known communication. In fact, the ATC audio surrounding the crash is unremarkable.

Rathbun, who had thousands of hours in Cirrus airplanes, never issued an emergency call or reported any kind of problem with the plane. The weather at the time of the crash was good with scattered clouds high above and at least 10 miles of flight visibility.

Who Is Covered?

When you arrange your hull insurance, you and your insurer agree on a value for your airplane. It is normally what it would bring on the market in its current condition, current time on the airframe and current avionics.

If your valuation is higher than the Blue Book or Vref value, you will need to explain, for instance, by providing data on special avionics or mods to the airplane. Otherwise you will be limited to an insurance limit not much over Blue Book or Vref.

Founded in 1984, Wings Insurance has established itself as one of the largest aviation insurance brokers in the U.S. providing aviation insurance solutions for commercial and personal aircraft. The company has achieved this distinction through its service-driven approach and dedicated team members who possess extensive aviation backgrounds.

Additionally, Wings Insurance is the official insurance provider of the Cirrus Owners and Pilots Association. You also want to be sure you are using a broker that specializes in aviation and not one that may only have a

How Much Insurance Should I Buy?

few aviation policies. If they do not do enough aviation business, there is a good chance they will not have access to all the markets (underwriters) or any aviation markets at all. When these non-aviation insurance brokers have

clients with aircraft, most of the time they will call another broker who specializes in aviation to get the quotes for their client. Now you are dealing with two middle men, which can lead to more room for error.

Generally, the "named insured", the owner of the policy, is covered by the policy. Additional persons or entities may be added to the policy as named insureds, so that they are covered by the policy as well.

In such a scenario, they are provided a defense if sued and the money available to pay damages caused by them is available to them. Often a hangar rental agreement will require that the airport or city that owns the airport be added to the aircraft policy as a named insured.

Legal Defense

If you have an instructor who often flies with you, it's wise to add him or her to the policy as a named insured. That is a discussion to have with your personal attorney. The usual aviation liability policy is for $1 million in liability coverage.

For a person who can afford a Cirrus, it is worth considering trying to get more coverage, perhaps two million dollars. Depending on your experience level and ratings, and the condition of the insurance market, you may or may not be able to reasonably buy what you need.

The smooth limit option would be $1,000,000 (or above) combining single limit for property damage and bodily injury including passengers. Since there is no sublimit, the passengers inside the aircraft could collect more, but remember everything is still pulling from the

$1,000,000; if you have three passengers and cause extensive property damage, the $1,000,000 will get used up quickly. If available, you should always go with a smooth limit at or above $1,000,000. Notes: If you are a lower time pilot the smooth limit may not be available

Pilot Experience

until you have more experience. There are also additional medical payments added to the liability coverage that ranges from $3,000 to $10,000, including the crew. This coverage also covers the owner. The medical payments are used alone for a quick payout for

minor injuries, so the liability limit is left untouched. It can be also be added to the liability payout. Insurance is a contract that you enter into; you and the insurer are bound by the terms of the contract and you each have obligations should certain events occur.

Therefore, it is absolutely essential that you take the time to read the insurance policy as soon as you get it. Your policy will include coverage to defend named insureds against a law suit. The cost to defend you is not included in the dollar limits.

While you are the defendant, the insurance company has the right to settle the case. They must also defend you for claims exceeding the limits of the policy, although they will only pay an award per the limits of your policy.

The Insurance Application

It is not uncommon for a damage award to be less than the legal bills. Rathbun's impact on Cirrus Aircraft's success was immense. As an engineering designer, he made critical contributions to every airplane program in the company's history, starting with the revolutionary SR20 and continuing to the present day, with the SF50 Cirrus Vision Jet, a single-engine jet that won the prestigious Collier Trophy in 2018.

The most common way to purchase insurance is to contact an aviation insurance broker. A broker owes his or her fiduciary responsibility to you, not to an insurance company, and functions as your agent. S/he takes down details on your airplane and your piloting experience and then goes into the market and shops coverage for you.

It is a good idea to be prepared when you speak to the broker as you should give him or her as much ammunition as possible to make you a very attractive risk to the market.

Different insurers use different techniques for rating risk, so if you are taking recurrent training every six months, tell your broker because that may make a difference with one or more of the insurers, resulting in a lower price for your insurance.

The Two Types Of Insurance

We are excited to announce new updates to Cirrus Insurance through a collaboration with Wings Insurance as our new Agent of Record under our Cirrus Insurance program, creating a new streamlined, user-friendly insurance experience. Wings Insurance has a deep understanding of personal aviation customer insurance needs, positioning the agency to provide the personalized insurance solutions we want for our customers.

At some point in the process of obtaining insurance, you will be required to fill out an application that asks you a number of questions about your history. Do not lie! Do not inflate your flying time, by even one hour.

Insurance contracts fall under state law, so the effect of padding your flight time on the application varies by state. But keep in mind that in some states padding your flight time by even one hour is grounds for the insurer to deny coverage.

Plane and Pilot builds on more than 50 years of serving pilots and owners of aircraft with the goal of empowering our readers to improve their knowledge and enthusiasm for aviation. Plane and Pilot expands upon the vast base of knowledge and experience from aviation's most reputable influencers to inspire, educate, entertain and inform.

What If I Cannot Get Enough Liability Insurance?

Not only does our new Agent of Record team at Wings have a wealth of insurance experience to draw from, but they also have an intimate understanding of our Cirrus Aircraft product. Both Steve Bruss, President of Wings Insurance, and Ryan Konrath, dedicated Cirrus broker representative, are Cirrus Standardized Instructor Pilots and Certificated Flight Instructors, collectively logging over 2,500 hours of total flight time between them.

The sublimit option is typically $1,000,000 per occurrence for property damage, and bodily injury with a per passenger limit of $100,000 (or above). What this means is that your passengers in the aircraft are each limited to

this sublimit amount. This amount will not go far in a bad way injury claim. If you have three passengers and they each collect $100,000, you have $700,000 remaining for anyone property damage or bodily injury done on the ground.

If your airplane is damaged and cannot be repaired for less than the agreed upon value for the airplane (or, in some cases, for less than 75% of the agreed upon value of the airplane - read your policy) the insurance company has the right

Liability Coverage

to consider the airplane "totaled" and simply pay you the agreed-upon value of the airplane as per the policy. If the company offers to pay and you accept the money for the agreed value of the airplane, you will be required to sign a Bill of Sale for the airplane and turn it over to the insurance company.

It will probably try to sell the wreckage to someone who wants to rebuild it, or to a salvage yard so as to get something back after it has paid out on your policy. Yes, you can often bid on the wreckage if you are so inclined.

If you allow another pilot to fly your airplane, you are covered if that pilot meets the "open pilot warranty" in the policy. That is, the pilot must hold the ratings and have the flying time required in the policy.

If that pilot has an accident, then you are covered for the loss and the insurance company will pay for the repairs and defend you should you be sued. That pilot is not covered by the policy.

Liability Insurance

Meeting the open pilot warranty means that you are covered, not that pilot. To ensure coverage, s/he must be added to the policy as a named insured. It has happened that an insurance company has subrogated against a pilot who wrecked an airplane when that pilot met the open pilot warranty requirements and the insurance company paid out to the owner for repairs.

That is legitimate under the insurance contract. From time to time there are policies that have extremely low sublimits for injury to family members, reasoning that they are less likely to sue the pilot after an accident.

Sometimes that reasoning is accurate, sometimes it is not, to the eventual financial despair of the pilot. When you purchase insurance you will be quoted a price (premium) for coverage for damage or destruction of the airplane itself (hull insurance - aviation insurance evolved from admiralty insurance) and for coverage for damage or injury you may cause to others or their property (

liability insurance). After investigation, Bob's insurance company, noting that the plane was not airworthy because it was one month out of annual, denies coverage. But the annual or lack thereof had nothing to do with what caused the damage and an annual the day before the fuel purchase would have changed nothing.

The Aviation Insurance Market

"Wings Insurance has a keen understanding of Cirrus owners and their aircraft and is able to offer expert guidance on the best insurance solutions for their individual situations," said Ryan Konrath, Director of Business Development of Wings Insurance.

There are roughly half a dozen companies that are willing to write insurance on aircraft. Of those, none write for all types of aircraft. So you have limited choices when it comes to selecting an insurer.

The underwriters at each insurance company identify and price insurable risk. Each company uniquely interprets actuarial data to make its underwriting decisions, which is the primary reason that insurance quotes from different companies vary so dramatically.

It is not uncommon to find oneself with insufficient liability insurance, either due to absurdly low sublimits or a low overall limit. In that case you may decide not to carry passengers at all, or to only carry selected passengers.

Determining The Value To Insure The Plane

Or, you may hire a pilot to fly your airplane; professionally-flown airplanes are more insurable. There are even examples of pilots who gave up flying because their risk profile could not be adequately covered by available insurance.

Bob does not look at the log books when he picks up the plane. He flies off thinking all is well and he has twelve months before another annual inspection. Four months later Bob buys some contaminated fuel.

The contamination leads to an off-airport landing. Bob is fine, but the plane is totaled.

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Commercial Aircraft Hangars

Commercial Aircraft Hangars - Looking to expand your existing metal aircraft storage or interested in having that option in the future? Our steel hangars can be built upon as desired by your fleet of aircraft. Our competitively-priced metal hangar kits involve modular designs that are with simple to length

small, skilled crew and professional building equipment. Steel arch aircraft hangars can be customized in size from modest to massive, depending on your clearance needs. Further make it your own with custom doors, skylights, ventilation, and windows. Include areas in your steel building for maintenance, storage, lavatory use,

Commercial Aircraft Hangars

and more. Insulation options are also available for those looking to store airplane in less hospitalable climates. Ludwig Buildings utilizes only the finest commercial-grade steel when constructing the best commercial-ready aircraft hangars in Louisiana and Mississippi. Every metal aircraft building's roof and wall panels are coated with an energy-efficient paint that's with guarantee to

Aircraft Hangars

or shine. The warranty options available to each client can be determined and adjusted based around the needs and the environment that your metal hangar will be located. We offer pre-engineered steel buildings for those seeking aircraft storage solutions that are certified for winds and loads around the world. With decades of experience under our tool belts, we can deliver a steel aircraft hangar to you quickly and efficiently that's more than equipped

meet any of your must-haves and wants. We don't restrict our fabrication services to those looking for metal airplane hangars in Mississippi and Louisiana; we're able to deliver custom aircraft storage solutions across the United States and beyond! Our metal aviation hangars have been selected by discerning clients to store

, crop dusters, jets, helicopters, gliders, prop planes, and more! Once we get an idea of ​​what building kit best suits your project, we work with you to add customization options, including a wide variety of doors, windows, and exterior color schemes. The ease of steel construction allows us to modify layouts and add further

customizations without breaking your budget. From design to construction, we provide the materials and expertise to transform a building kit into an aircraft hangar. Working with General Steel is a collaborative process that ensures that your final product reflects your specific needs. The process starts with a two-way conversation between you and our experienced team. We want to know exactly how you'll be using your aircraft hangar,

how it fits within your property, and your ideas for interior and exterior design, among other factors. We then research the location of the building to ensure that your airplane hangar is designed with the wind and snow loads of your area in mind as well as

any insulation requirements. A steel building from General Steel is the most reliable solution for a private aircraft hangar. Protecting your prized asset is of the utmost importance, and steel construction offers the strength and design flexibility that ensures the safety and proper maintenance of your aircraft. Our steel structure

feature clear span framing, allowing for column-free interiors that maximize space. Every steel building from General Steel is designed according to use. Ludwig Buildings utilizes only the finest commercial-grade steel when constructing the best commercial-ready aircraft hangars in Louisiana and Mississippi. Every metal aircraft building is coated with an energy-efficient paint that's guaranteed to withstand the toughest of conditions.

Warranty options available to each client can be determined and adjusted based around the needs and the environment that your metal hangar will be located. Ready to learn more about how we can make your ideas for the best steel buildings come to life? Reach out to our knowledgeable staff of metal building designers today to discuss your plans and what Ludwig Buildings can do for you!

No matter where you are in the process of building, General Steel has a solution for you. From our simple 3 step building quote to our growing library of project resources, General Steel is the company you've been looking for.

Steel is the world's premier building material because of its strength and durability. General Steel uses the highest-quality steel to provide straight walls, tight connections, and a final product that will stand the test of time.

While steel is best known for its strength, there are a few other factors that make steel a superior building material. One advantage of steel construction is design flexibility. This is especially important for airplane hangars because of the volume of federal, state, and local

regulations that must be considered before construction begins on your hangar. General Steel offers a variety of configurations to accommodate these requirements in addition to a variety of components, including door sizes and types that fit your airplane's needs.

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Colored Aircraft Cable

Colored Aircraft Cable - Lexco Cable supplies a full line of top-quality bungee cords, components, and assemblies ideal for tethering, tie-down, fitness, sign hanging, and dozens of other applications. Our bungee cord products might be known by several different industry names, including shock cord and fibertex cord.

Cable or wire rope is fabricated from individual wires put together in a uniform helical arrangement to form what is called a strand. A strand typically contains 7 wires (1 x 7) or 19 wires (1 x 19), although others are available. Cable or wire rope contains a varying number of these strands such as 7 x 7 and 7 x 19 (number of strands x wire per strand). The more strands and more wires per strand, the more flexible the cable and the higher the cost. The greater the cable diameter, the greater the diameter of each wire and the greater the breaking strength.

Colored Aircraft Cable

Commercial quality "aircraft grade" cable is made from galvanized steel wire or stainless steel wire. Galvanized aircraft cable provides high tensile strength and adequate corrosion resistance for most commercial applications. Stainless steel cable provides slightly lower tensile strength, but greater resistance to corrosion. We also offer aircraft cable fitting services.

Lexco Cable wire rope fittings offer an ideal fit for your assembly needs. We offer a full line of wire rope and aircraft cable end fittings designed for installation by crimping, clamping, speltering, swageless connectors, or our specialty — machine swaging.

Toll Free: 1-800-626-6556Phone: 1-773-588-8890 Phone: 1-708-697-7310 Fax: 1-773-478-4584 Email: Sales@LexcoCable.com

Lexco cable railings offer exceptional aesthetics, high-quality components, and flexibility in any environment – indoors or out - whether running horizontally or vertically, on outdoor balconies and raised walkways for resorts, high-rises, and other applications.

Value Added Services We are committed to providing our customers maximum value when they choose to do business with us, whether it's custom aircraft cables, metal cables or standard braided steel cable. That’s why we go above and beyond with our customer service and offer value-added services to ensure the quality of our products and the satisfaction of our customers. These services include:

Our stainless-steel aircraft cable consists of thin steel wires that are stranded together to give the cable a combination of flexibility and strength. Although the largest diameter of aircraft cable available at Tyler Madison maxes out at a ¼”, it is lightweight and strong enough to meet special airline safety standards.

For more information or inquiries about our wire rope or aircraft cable fittings, get in touch with us today. Our team of experts are here to answer any of your questions. We look forward to hearing from you!

Lexco offers a comprehensive range of push-pull cables and cable controls for transferring linear motion from one point to another. Our push-pull control cables are custom built to fit your specifications for improved performance and simple installation.

Our aircraft cable for sale can be coated with a number of different plastics such as vinyl (PVC) or nylon in various colors. Black, clear and white are typical stock colors, other colors can be ordered. Also, other polymers are available for braided steel cable.

Aircraft cable is our specialty. Distinguished from wire rope by the type of core used and originally designed for use in the aircraft industry and military applications, the versatility of our aircraft cables has led to their use in a wide range of commercial industrial applications.

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IQS Directory Trusted Supplier

Lexco Cable hardware and tools are designed to make working with and attaching aircraft cable, wire rope, and hardware faster, easier, and safer. We offer a wide selection of wire rope and aircraft cable hardware and tools to suit your needs.

About Us At Tyler Madison Inc., aircraft cable assemblies are just one of the many quality wire rope products that we manufacture for our industrial and commercial customers . We have the ability to create fully customized cable assemblies with standard or custom aircraft cable fittings. With skilled labor and precise advanced equipment, we are able to manufacture quality aircraft wire ropes and high-strength cables at an affordable price. Along the way, we can help you design and engineer aircraft cable fittings for your application. If you have an idea of what kind of aviation cable assembly or wire rope you need, but aren't sure how to make it a reality, just contact Tyler Madison today and we will be ready to help!

Airplane cable is used for more than just aircraft applications. It’s strength and flexibility make aircraft braided steel cable perfect for numerous commercial and industrial uses. Stainless steel aircraft cable is typically used in areas where the components are exposed to oxidative chemicals such as salt, and the ability to resist corrosion is crucial. Galvanized aircraft cable is a more affordable solution, but it does not resist corrosion as well.

Lexco Cable wire rope provides high-quality customized solutions for any assembly needed for your next project. We offer premium quality aircraft cable, coated aircraft cable, general purpose wire rope, strand, rotation resistant wire rope, compacted/swaged wire rope, and cable laid wire rope.

For non-critical applications, the typical working load limit for aircraft cable is based on a 5:1 safety factor. Our aircraft cable is available in a range of diameters, from 1/32” to 3/8”, with specialty callouts available upon request. Requests for DFARS compliant aircraft cable can be satisfied by requesting stainless steel aircraft cable of domestic origin.

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Co2 Emissions By Aircraft Type

Co2 Emissions By Aircraft Type - All visualizations, data, and code produced by Our World in Data are completely open access under the Creative Commons BY license. You have the permission to use, distribute, and reproduce these in any medium, provided the source and authors are credited.

3. IPCC (2014): Climate Change 2014: Synthesis Report. Contribution of Working Groups I, II and III to the Fifth Assessment Report of the Intergovernmental Panel on Climate Change. [Core Writing Team, R.K. Pachauri and L.A. Meyer (eds.)].

Co2 Emissions By Aircraft Type

IPCC, Geneva, Switzerland, 151pp. Some caveats must be applied to the LSE research. First, it doesn't take into account that some airlines allow much more baggage than others, which alter the notional weight per passenger and thus their CO2 tally.

Reuse This Work Freely

© 2023 Regents of the University of Michigan It’s also important to note that unlike the most common greenhouse gases – carbon dioxide, methane or nitrous oxide – non-CO2 forcings from aviation are not included in the Paris Agreement.

This means they could be easily overlooked – especially since international aviation is not counted within any country’s emissions inventories or targets. Licenses: All visualizations, data, and articles produced by Our World in Data are open access under the Creative Commons BY license.

You have permission to use, distribute, and reproduce these in any medium, provided the source and authors are credited. All the software and code that we write is open source and made available via GitHub under the permissive MIT license.

All other material, including data produced by third parties and made available by Our World in Data, is subject to the license terms from the original third-party authors. Secure .gov websites use HTTPS A lock (LockA locked padlock) or https:// means you’ve safely connected to the .gov website.

Note On Emissions Sector Categories

Share sensitive information only on official, secure websites. David Lee et al. (2020) quantified the overall effect of aviation on global warming when all of these impacts were included.6 To do this they calculated the so-called '{"slug":"what-is-radiative-forcing","excerpt":

"Radiative forcing measures the difference between incoming energy and the energy radiated back to space. If more energy is absorbed than radiated, the atmosphere becomes warmer."}Radiative Forcing'. Radiative forcing measures the difference between incoming energy and the energy radiated back to space.

If more energy is absorbed than radiated, the atmosphere becomes warmer. The second is how aviation emissions are attributed to countries. CO2 emissions from domestic flights are counted in a country's emission accounts. International flights are not – instead they are counted as their own category: ‘bunker fuels’.

The fact that they don't count towards the emissions of any country means there are few incentives for countries to reduce them. “A carbon footprint is the total greenhouse gas (GHG) emissions caused directly and indirectly by an individual, organization, event or product.”1 It is calculated by summing the emissions resulting from every stage of a product or service's lifetime (material production,

manufacturing, use, and end-of-life). Throughout a product's lifetime, or lifecycle, different GHGs may be emitted, such as carbon dioxide (CO2), methane (CH4), and nitrous oxide (N2O), each with a greater or lesser ability to trap heat in the atmosphere.

These differences are accounted for by the global warming potential (GWP) of each gas, resulting in a carbon footprint in units of mass of carbon dioxide equivalents (CO2e). See the Center for Sustainable Systems "Greenhouse Gases Factsheet" for more information on GWP.

A typical U.S. household has a carbon footprint of 48 metric tons CO2e/yr.2 1. IPCC (2014). Climate Change 2014: Mitigation of Climate Change. Contribution of Working Group III to the Fifth Assessment Report of the Intergovernmental Panel on Climate Change [Edenhofer, O., R. Pichs-Madruga, Y. Sokona, E. Farahani, S. Kadner, K. Seyboth, A. Adler, I

Baum, S. Brunner, P. Eickemeier, B. Kriemann, J. Savolainen, S. Schlömer, C. von Stechow, T. Zwickel and J.C. Minx (eds.)]. Cambridge University Press, Cambridge, United Kingdom and New York, NY, USA. The key challenge is that it is particularly hard to decarbonize.

We have solutions to reduce emissions for many of the largest emitters – such as power or road transport – and it’s now a matter of scaling them. We can deploy renewable and nuclear energy technologies, and transition to electric cars.

But we don't have proven solutions to tackle aviation yet. As we will see later in this article, there are a number of processes by which aviation contributes to climate change. But the one that gets the most attention is its contribution via CO2 emissions.

Most flights are powered by jet gasoline – although some partially run on biofuels – which is converted to CO2 when burned. Global Carbon Project. (2019). Supplemental data of Global Carbon Budget 2019 (Version 1.0) [Data set].

Global Carbon Project. https://doi.org/10.18160/gcp-2019.If we were to exclude land use change emissions, aviation accounted for 2.8% of fossil fuel emissions. The Global Carbon Budget estimated total CO2 emissions from fossil fuels and cement production to be 36.6 billion tonnes in 2018. This means aviation accounted for [1 / 36.6 * 100] = 2.8% of total emissions.

The time series of global emissions from aviation since 1940 is shown in the accompanying chart. In 2018, it's estimated that global aviation – which includes both passenger and freight – emitted 1.04 billion tonnes of CO2.

Lee, D. S., Fahey, D. W., Skowron, A., Allen, M. R., Burkhardt, U., Chen, Q., … & Gettelman, A. (2020). The contribution of global aviation to anthropogenic climate forcing for 2000 to 2018. Atmospheric Environment, 117834.

Since 1960, aviation emissions increased almost seven-fold; since 1970 they've tripled. Air traffic volume – here defined as revenue passenger kilometers (RPK) traveled – increased by orders of magnitude more: almost 300-fold since 1950; and 75-fold since 1960 [you find this data in our interactive chart here].7

Emissions and sinks related to changes in land use are not included in these estimates. However, changes in land use can be important: estimates indicate that net global greenhouse gas emissions from agriculture, forestry, and other land use were over 8 billion metric tons of CO2 equivalent,[2] or about 24% of total global greenhouse gas emissions

.[3] In areas such as the United States and Europe, changes in land use associated with human activities have the net effect of absorbing CO2, partially offsetting the emissions from deforestation in other regions. Lee, D. S., Fahey, D. W., Skowron, A., Allen, M. R., Burkhardt, U., Chen, Q., … & Gettelman, A. (2020).

The contribution of global aviation to anthropogenic climate forcing for 2000 to 2018. Atmospheric Environment, 117834. Aviation accounts for around 2.5% of global CO2 emissions, but it's overall contribution to climate change is higher. This is because air travel does not only emit CO2: it affects the climate in a number of more complex ways.

Our World in Data presents the data and research to make progress against the world's largest problems.This blog post draws on data and research discussed in our entries on CO2 and Greenhouse Gas Emissions and Energy.

The first is the disconnect between its role in our personal and collective carbon emissions. Air travel dominates a frequent traveler's individual contribution to climate change. Yet aviation overall accounts for only 2.5% of global carbon dioxide (CO2) emissions.

This is because there are large inequalities in how much people fly – many do not, or cannot afford to, fly at all [best estimates put this figure at around 80% of the world population – we will look at this in more detail in an

upcoming article]. As well as emitting CO2 from burning fuel, planes affect the concentration of other gases and pollutants in the atmosphere. They result in a short-term increase, but long-term decrease in ozone (O3); a decrease in methane (CH4);

emissions of water vapor; soot; sulfur aerosols; and water contrails. While some of these impacts result in warming, others induce a cooling effect. Overall, the warming effect is stronger. In a recent paper, researchers – David Lee and colleagues – reconstructed annual CO2 emissions from global aviation dating back to 1940.1 This was calculated based on fuel consumption data from the International Energy Agency (IEA), and earlier estimates from Robert Sausen and Ulrich Schumann (

2000).2 In this chart we see their estimates for the radiative forcing of the different elements. When we combine them, aviation accounts for approximately 3.5% of effective radiative forcing: that is, 3.5% of warming.Although CO2 gets most of the attention, it accounts for less than half of this warming.

Two-thirds (66%) comes from non-CO2 forcings. Contrails – water vapor trails from aircraft exhausts – account for the largest share. The Global Carbon Budget estimated total CO2 emissions from all fossil fuels, cement production and land-use change to be 42.1 billion tonnes in 2018. This means aviation accounted for [1 / 42.1 * 100] = 2.5% of total emissions.

Aviation emissions have doubled since the mid-1980s. But, they’ve been growing at a similar rate as total CO2 emissions – this means its share of global emissions has been relatively stable: in the range of 2% to 2.5%.5

There are some design concepts emerging – Airbus, for example, have announced plans to have the first zero-emission aircraft by 2035, using hydrogen fuel cells. Electric planes may be a viable concept, but are likely to be limited to very small aircraft due to the limitations of battery technologies and capacity.

The data produced by third parties and made available by Our World in Data is subject to the license terms from the original third-party authors. We will always indicate the original source of the data in our documentation, so you should always check the license of any such third-party data before use and redistribution.

In 2014, the top carbon dioxide (CO2) emitters were China, the United States, the European Union, India, the Russian Federation, and Japan. These data include CO2 emissions from fossil fuel combustion, as well as cement manufacturing and gas flaring.

Together, these sources represent a large proportion of total global CO2 emissions. The much slower growth in emissions means aviation efficiency has seen massive improvements. In the chart we show both the increase in global airline traffic since 1950, and aviation efficiency, measured as the quantity of CO2 emitted per revenue passenger kilometer traveled.

In 2018, approximately 125 grams of CO2 were emitted per RPK. In 1960, this was eleven-fold higher; in 1950 it was twenty-fold higher. Aviation has seen massive efficiency improvements over the past 50 years. These improvements have come from several sources: improvements in the design and technology of aircraft;

larger aircraft sizes (allowing for more passengers per flight); and an increase in how ‘full’ passenger flights are. This last metric is termed the ‘passenger load factor’. The passenger load factor measures the actual number of kilometers traveled by paying customers (RPK) as a percentage of the available seat kilometers (ASK) – the kilometers traveled if every plane was full.

If every plane was full the passenger load factor would be 100%. If only three-quarters of the seats were filled, it would be 75%.

Commercial Aircraft Mechanic Salary

Commercial Aircraft Mechanic Salary - If you’re thinking about enrolling in aircraft mechanic school, you probably have a lot of questions. One of the main questions we are asked is about aircraft mechanic salary. Before you invest in your education, you want to make sure your career pays a good wage. Aviation Maintenance Technicians (AMT) and Aircraft & Powerplant (A&P) mechanics are in high demand and earn a good living. Also, your aircraft mechanic training can be used in a variety of career fields. For instance, each day there are 1,000 to 2,000 job openings requiring these mechanical skills.

Epic awards annual scholarships to graduating high school seniors for our aircraft mechanics program. If you are not a high school senior. you may still receive scholarship assistance. For example, when you apply for Aircraft Mechanic training, you can also apply for a $5,000 scholarship to help offset tuition. Also, numerous organizations offer aviation scholarships. Additionally, Women in Aviation International awards a $20,000 Epic scholarship annually as do the Latino Pilots Association, the National Gay Pilots Association, and and the Organization of Black Aerospace Professionals. The Association for Women in Aviation Maintenance (AWAM) also offers scholarships. Furthermore, some foundations offer scholarships to support this training.

Commercial Aircraft Mechanic Salary

Head mechanics and jet mechanics earn in excess of $100,000. Due to the high demand in the U.S. and around the world, these positions pay a premium. Above all, in just 18 months of classes, you will be ready to earn.

Are Scholarships Available For Aircraft Mechanics?

Yes, as with other aviation-related careers, AMTs and A&P mechanics have seen a steady rise in salaries. In 2018, the Bureau of Labor reported a median annual wage for aircraft mechanics of $64,140. This jumped to $73,050 in 2019.

Yes! Aircraft mechanics are frequently employed in related fields. For instance, theme park ride maintenance, aerospace industry, and space launches depend on A&Ps. Many mechanics who trained in the Air Force find exciting jobs after exiting the military. The skills you learn in becoming an aircraft mechanic will transfer to high-paying entry level careers in many fields. A typical job description may include engine repair along with helicopter and plane equipment maintenance. Above all, Epic Flight Academy maintains aircraft mechanic partnerships to provide multiple opportunities for our graduates. Certainly, these skills are highly sought after.

An entry-level Aircraft and Powerplant (A&P) Mechanic with less than 1 year experience can expect to earn an average total compensation (includes tips, bonus, and overtime pay) of $21.70 based on 84 salaries. An early career Aircraft and Powerplant (A&P) Mechanic with 1-4 years of experience earns an average total compensation …Read more

The pay for AMTs / A&P mechanics, like pilot salaries, varies according to experience, ability, location, etc. Most importantly, the annual salary for aircraft mechanics ranges from $35,000 to $110,000. Also, hourly rates range from $20 to $50 per hour. For example, GE Aviation offers $31 per hour to start. As a result, the average annual median salary for aircraft mechanics is $73,050.

What Is The Top Pay For Aircraft Mechanics And Technicians?

Whether you’re working on Boeing landing gear for FedEx or the avionics of a privately owned Gulfstream or applying for a mechanic job at UPS, rest assured there is a wide variety of job openings. Airplane mechanics are in high demand. From British Airways to Qantas to Virgin, the need for aircraft mechanics has never been higher. Aircraft mechanic training can also serve as the basis for other careers, such as flight engineer.

Aircraft mechanics who work on jets earn an average salary of $86,030. The range of pay starts at $74,960 and exceeds $100,000 depending on experience, licenses, airline, etc. All jet mechanics are first certified as AMTs or A&P mechanics.

Yes, the practice of offering signing bonuses to AMTs and A&P mechanics is becoming more commonplace among airlines. Typical signing bonuses range from $5,000 to $15,000. Many airlines even offer to pay relocating expenses. CommuteAir, for instance, pays $5,000 to $7,500 as a signing bonus.

We have compiled the most frequently asked questions on this topic, because you need to make an informed decision. Your future depends on your education and career choices. Also, we constantly update these questions to provide you with current information. Of course, the most important question of all is: How do I become an FAA-certified A&P aircraft mechanic?

Have Wages Increased Over The Years For Aircraft Mechanics?

Depending on location, there is a range in starting pay. States like Texas and Florida tend to start higher, because they have a high demand. However, most aircraft mechanics and technicians start at around $20 to $25 per hour. Most salaries are paid weekly, although some companies pay monthly. Research this when you apply for a job.

Increasing your pay as an Aircraft and Powerplant (A&P) Mechanic is possible in different ways. Change of employer: Consider a career move to a new employer that is willing to pay higher for your skills. Level of Education: Gaining advanced degrees may allow this role to increase their income potential and qualify for promotions. Managing Experience: If you are an Aircraft and Powerplant (A&P) Mechanic that oversees more junior Aircraft and Powerplant (A&P) Mechanics, this experience can increase the likelihood to earn more.

Aircraft mechanics are in high demand and can expect to earn good wages along with generous benefits. For instance, benefits include healthcare insurance, paid vacation, sick time, retirement, and other paid time off. Also, aircraft technicians frequently have the opportunity to earn overtime pay if they choose. Depending on your employer, you may also be eligible for flight benefits.

How Much Do Ap Mechanics Earn?

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Cirrus Aircraft Scottsdale

Cirrus Aircraft Scottsdale - The Vision Jet seats seven passengers. This means it is the ideal jet for small tours and private family getaways (or "jetaways", as we call them). And, given its ease of use, it is the ideal jet aircraft for those who want the next step in their aviation skillset after piloting turboprops.

The VK-30 celebrated its first flight in 1988 and the company started delivering kits to customers. Demand grew and in 1994 Cirrus Aircraft expanded into a 30,000 square foot R&D facility in Duluth, MN, and shortly after opened a composite production facility in Grand Forks, ND.

Cirrus Aircraft Scottsdale

From transition training to a full type rating, our Vision Center offers the world's premier pilot training experience for both the SR Series and the Vision Jet, including our full-motion Level D Vision Jet flight simulator.

Cirrus St-

In 2000, Cirrus received a Type Certificate for a composite piston aircraft with a larger wing, larger fuel capacity and more powerful engine – the SR22. Just three years later, the SR22 became the world's best-selling general aviation airplane for the first time, and has continued to hold that distinction every year since.

This is an overview of the Cirrus Aircraft Scottsdale campus or office location. This office is the major Cirrus Aircraft Scottsdale, AZ area location. Find the Cirrus Aircraft Scottsdale address. Browse jobs and read about the Cirrus Aircraft Scottsdale location with content posted anonymously by Cirrus Aircraft employees in Scottsdale, AZ.

The Cirrus ST-50 was first flown in late 1994. It was structurally similar to the Cirrus VK-30, however with a redesigned engine. The aircraft was manufactured following a contract between Israeli aircraft maker IsrAviation and Cirrus Aircraft.

Unlike the VK-30, the ST-50 was equipped with a PT6-135 turboprop engine made by Pratt & Whitney Canada. Cirrus Aircraft makes some of the finest light aircraft the world has to offer. Since their founding in 1984, under the name "Cirrus Design", they have made major strides in the civil aviation industry.

Cirrus Sr

From designing patented parachute landing systems to ultra-lightweight jet aircraft, Cirrus has truly done it all in the world of aviation. In recent years, Cirrus Aircraft has emerged as a major industry innovator. Without Cirrus, the idea of ​​an affordable private jet would be a pipe dream to many of us.

But with the advent of recent models such as the Vision SF50, what was once a dream is now a reality.if(typeof ez_ad_units!='undefined'){ez_ad_units.push([[468,60],'taketotheair_com-narrow- sky-1','ezslot_12',604,'0','0'])};__ez_fad_position('div-gpt-ad-taketotheair_com-narrow-sky-1-0'); The Vision Jet is an innovator in every sense of the word. For one, it is the only jet aircraft in the world to feature a ballistic parachute system, as it is fully equipped with the CARS proprietary equipment.

Given its economic design, it is also the cheapest and smallest jet aircraft on the market today. Overall, the SF50 Vision Jet is a beast of an aircraft. We highly recommend piloting a jet of this kind at least once, as it provides a unique aviation experience unlike any other.

And at $2 million a pop, the Vision Jet comes at a truly incomparable price tag. The company was founded by Alan and Dale Klapmeier in the mid-1980s in Duluth, Minnesota. While their corporate headquarters and main manufacturing plant are still housed there, they have a second facility located in Grand Forks, North Dakota.

Our History Of Innovation

Between these two locations, they churn out hundreds of aircraft a year.if(typeof ez_ad_units!='undefined'){ez_ad_units.push([[468,60],'taketotheair_com-medrectangle-4','ezslot_4',174, '0','0'])};__ez_fad_position('div-gpt-ad-taketotheair_com-medrectangle-4-0'); The first SR20 was delivered in Duluth, MN in 1999. With plans to increase production and to develop a new aircraft model, Cirrus expanded into a 111,000 square foot manufacturing facility adjacent to its R&D headquarters in Duluth.

With an uncompromising focus on performance and engineering, Audi continuously disrupts the industry with stunning designs and intuitive technology. It means confident driving, superior handling and an excuse to turn heads as you pull into your garage or into your hangar.

Audi is an official partner of the Cirrus Aircraft Vision Center Campus in Knoxville, TN. The Vision Jet became the first jet aircraft to be FAA certified with Garmin-powered Safe Return™, allowing passengers to land the jet with just the touch of a button in case of an emergency.

The Safe Return autoland system was awarded the 2020 Robert J. Collier Trophy. Taking delivery of your new Cirrus aircraft is a once-in-a-lifetime experience and our team truly rolls out the red carpet. Every new aircraft delivery is personalized for the owner - and we always include a few surprises along the way.

Cirrus Vision Sf

There are several important upgrades that the SR22 made in response to its predecessor. For one, it debuted a larger wingspan and fuel tank and an all-new 310-horsepower (230 kW) piston engine. Since its launch, the SR22 has gone on to become one of the world's most commercially successful general aviation airplanes in the 21st century.if(typeof ez_ad_units!='undefined'){ez_ad_units.push([[250,250],'taketotheair_com-netboard'

-1','ezslot_15',189,'0','0'])};__ez_fad_position('div-gpt-ad-taketotheair_com-netboard-1-0');if(typeof ez_ad_units!='undefined') {ez_ad_units.push([[250,250],'taketotheair_com-netboard-1','ezslot_16',189,'0','1'])};__ez_fad_position('div-gpt-ad-taketotheair_com-netboard-1- 0_1');.netboard-1-multi-189{border:none!important;display:block!important;float:none!important;line-height:0;margin-bottom:15px!important;margin-left:auto !important;margin-right:auto!important;margin-top:15px!important;max-width:100%!important;min-height:250px;min-width:250px;padding:0;text-align:center! important} In 1984, Dale and Alan Klapmeier took over the family's barn in Baraboo, Wisconsin and began work on what would later become Cirrus Aircraft. Their first project was the VK-30, a pusher-propeller, five passenger home-built kit airplane.

We are a passionate team of aviation enthusiasts - from pilots and mechanics, to engineers and accountants. Our individual backgrounds are unique but we share a singular mission: To deliver an aviation experience that is the pinnacle of innovation, quality and safety to our customers.

Cirrus unveiled plans to develop a single engine turbofan personal jet in 2007, and it quickly became the most anticipated aircraft in the company's history. The Vision Jet™ took its inaugural flight on July 3, 2008 and the first conforming prototypes took flight in 2014.

A desire to redefine safety in aviation inspired the company to include a revolutionary whole-plane parachute system as standard equipment on all Cirrus aircraft – the Cirrus Airframe Parachute System® (CAPS®). It was the industry's first general aviation parachute system produced in an FAA certified aircraft.

And to date, Cirrus continues to be the only company to include a whole airframe parachute as standard equipment on all certified aircraft models. In the mid-1990's, Cirrus discontinued production of the VK-30 and launched the SR20 – a single-piston composite airplane that changed the world of general aviation.

The SR20 featured a 10-inch multi-function display and side-yoke flight controllers. The SR20 incorporated several innovative features previously unseen among similar aircraft. For one, the SR20 was the first to feature the Cirrus Airplane Parachute System (CAPS).

The CAPS debuted in the 1990s and was the first whole-plan ballistic parachute engineered to assist with emergency landing of a light aircraft. But beyond that, the SR20's specs speak a thousand words. Its original 1999 release version came fully loaded with the Garmin Cirrus Perspective avionics suite and a glass cockpit.

Furthermore, each SR20 came bundled with flex seating, 10" multi-function displays and side stick flight controls. At its price point, nothing from the SR20's era compared. if(typeof ez_ad_units!='undefined'){ez_ad_units.push([[336,280],'taketotheair_com-leader-4','ezslot_8',194,'0','0'])};__ez_fad_position('div- gpt-ad-taketotheair_com-leader-4-0'); The ST-50 saw moderate success and was flown regularly in the 1990s in Israel.

The aircraft was featured at the Paris Air Show in 1997 and was given a center-stage exhibit. Unlike the other Cirrus aircraft at this time, the ST-50 had red color details and had a sleek and more modern aesthetic.

No doubt, Cirrus is the real deal. But of their six aircraft, which is the best? And, more importantly, which is most responsible for pushing the industry forward? For these answers and more, check out our in-depth reviews of each of the six Cirrus Aircraft ever produced below.

Not long after, a complete glass cockpit was also added to the SR Series – it was the first primary flight display incorporated in to a small certified aircraft and became an industry standard with other manufacturers following Cirrus' lead.

The introduction of the CAPS is one of the main reasons why we all know and love the SR20. Since its debut, the CAPS has been responsible for saving countless lives and providing immeasurable peace of mind to many private aircraft pilots.

For this reason alone, we consider the SR20 to have secured a rightful place in the annals of aviation history. The VK-30 was the plane that started it all. Consequently, this means that it also had its share of kinks that needed to be worked out over the years.

For example, throughout its tenure in production there were seven VK-30 aircraft that crashed. This resulted in ten tragic fatalities. These events were part of the reason why the aircraft was eventually canceled in 1993. Much like Cirrus Aircraft, the first Mastercraft boat was built in a barn out of a desire to transform the performance and expectations of a ski boat.

Nearly 50 years later, Mastercraft is the recognized force in the luxury towboat market with its premium performance inboard wakesurfing, wakeboarding and ski boats. Mastercraft is an official partner of the Cirrus Aircraft Vision Center Campus in Knoxville, Tennessee.

The Cirrus SR22 was the next model to come out of Duluth after the SR20. It is a single-engine four or five-seat plane that first hit the market in 2001. They are still sold today, and there are currently hundreds of SR22's that's in good operating condition that occupy our skies.

As the next step in redefining personal aviation, Cirrus broke ground on the Vision Center Campus in Knoxville, Tennessee in 2015 – its flagship Customer Experience location, including sales, delivery, training, maintenance, support, personalization, fixed base operations and more.

The first phase of the Vision Center opened in 2016 and the Vision Jet Flight Training Center opened in 2018. The Cirrus SR20 was first unveiled in 1994 in the form of a mock-up. Since then, it has won over the hearts and minds of countless aircraft enthusiasts the world over.

And for good reason.if(typeof ez_ad_units!='undefined'){ez_ad_units.push([[250,250],'taketotheair_com-narrow-sky-2','ezslot_13',185,'0','0']) };__ez_fad_position('div-gpt-ad-taketotheair_com-narrow-sky-2-0'); For those single-seat aircraft lovers who want a reliable starter aircraft, we recommend picking up a revamped edition of the VK-30. Ideally, find a model that features an upgraded IO-550-G horizontal piston engine at 300 horsepower or above.

An engine of this caliber will allow you to reach top speeds of approximately 250 mph. Overall, the Cirrus SRS did not last long enough on the market for us to really sink our teeth into it.

If you are one of the lucky few who managed to get hold of one, we envy you. However, the only minor technical upgrades simply do not warrant the high price-point that its cancellation has created.

A turbocharged SR22T was added to the lineup in 2010. Cirrus Aircraft also partnered with Garmin® to launch progressive avionics improvements exclusive to Cirrus aircraft – a collaboration that continues to develop sophisticated flight decks tailored for Cirrus aircraft each year.

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Civil Aircraft Parts

Civil Aircraft Parts - Browse or download the text of the plurilateral Agreement on trade in civil aircraft from the legal texts gateway Find decisions of WTO bodies concerning the Agreement on trade in civil aircraft in the Analytical Index Guide to WTO Law

and Practice Japan does not levy import duties on aircraft or aircraft parts. Under the 1980 WTO Agreement on Trade in Civil Aircraft with 32 signatories, including Japan and the United States, about 250 items are duty-free provided they are used in civil aircraft or ground flying trainers.

Civil Aircraft Parts

Such items include those used in the manufacture, repair, maintenance, rebuilding, modification, or conversion of such aircraft. > Air Transport and the GATS A compilation of the documentation produced in 2000-2001 for the first review of the GATS Annex on Air Transport Services

Agreement On Trade In Civil Aircraft

You can perform more sophisticated searches from the Documents Online search facility (opens in new window) by defining multiple search criteria such as document code, full text search or document date. U.S. firms have an overwhelming presence in Japan's aircraft and aircraft parts segment due to long-standing relationships with domestic manufacturers and trading firms - some spanning over 70 years.

Several trends are driving opportunities for U.S. firms. For example, Japanese industry players are increasingly active in international projects, developing transport and patrol aircraft for defense initiatives and manufacturing small jets and jet engines for civil aviation.

Geopolitical considerations, including ongoing regional disputes with China, Russia, and North Korea, are also driving Japan's demand for enhanced defense capabilities. The Japanese aircraft industry remained flat after the U.S. Federal Aviation Administration ("FAA") halted Boeing 787 deliveries.

As of September 2022, neither Boeing nor the Japanese aircraft industry has commented on when Boeing's 787 production will resume. Japan develops and manufactures fuselages, engines, and all other helicopter components. Japan has also developed and produced a composite-material, bearing-less version of the rotor system that makes full use of cutting-edge technologies.

The Mandate

In addition, the Japanese aerospace industry is proactively participating in multinational development projects such as the following: The International Trade Administration, U.S. Department of Commerce, manages this global trade site to provide access to ITA information on promoting trade and investment, strengthening the competitiveness of U.S.

industry, and ensuring fair trade and compliance with trade laws and agreements. External links to other Internet sites should not be construed as an endorsement of the views or privacy policies contained therein. This site contains PDF documents.

A PDF reader is available from Adobe Systems Incorporated. Work in the WTO on trade in civil aircraft is carried out out by the Committee on trade in civil aircraft and its technical sub-committee. The current chair is

document.write(ChairName(wtobody, country, "CACOM")); . Search Documents Online General documents of the Committee on Trade in Civil Aircraft bears the document code TCA/* (where * takes additional values) These links open a new window: allow a moment for the results to appear.

Market Considerations

Aircraft engines are a leading sub-sector. Regarding the development of civil aircraft engines, Japan participates in international joint development projects for particular engines such as the CF-34, Trent 1000, GEnx, PW1100G-JM. In addition, Japan develops both defense and civil engines such as F7 and XF9-1.

Japan's commercial aerospace business is dominated by big companies that supply the major aircraft manufacturers - specifically Boeing. For example, Japanese manufacturers such as Mitsubishi Heavy Industries ("MHI"), Kawasaki Heavy Industries ("KHI"), and Subaru (formerly Fuji Heavy Industries) supply about 35% of content for the Boeing 787 aircraft including aircraft wings, center wings

, and front fuselage. These companies also supply about 21% of content for the Boeing 777 such as center section, center fuselage, and aft fuselage. Despite a dramatic decrease in Japanese air travel demand due to the COVID-19 pandemic, Japan continues to offer a lucrative long-term market for imported aircraft, aircraft parts, engines, and other related technologies.

Although aircraft engine production has returned to pre-COVID levels, Japan's production of other aircraft parts remains low. Brief information on the plurilateral agreement on trade in civil aircraft Links to the civil aircraft section of the WTO Guide ``Understanding the WTO''.

Work And Documents On Trade In Civil Aircraft

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Cirrus Aircraft Tug

Cirrus Aircraft Tug - The tug lifts the nosewheel off the ground via a clever system in which a U-shaped tow bar is attached to the nosewheel (with or without wheel fairing). A strap is attached to the tow bar and a winch on the handle of the tug is cranked to pull the nosewheel onto a platform on the front of the tug.

Another crank raises the platform above the ground. For more than five decades, active and dedicated aircraft owners and pilots have turned to AVIATION CONSUMER to answer their most important buying questions. This website contains many older reviews.

Cirrus Aircraft Tug

Unless otherwise noted, these reviews carry product pricing from the time of the original review. We've used tugs powered by gasoline engines as well as corded and cordless electric tugs. As battery technology has steadily improved, we've found ourselves leaning towards battery-powered electric tugs for their convenience and a dislike for dealing with long electrical cords.

Cirrus Sr Sr Aircraft Tug

We've also wished for an electric tug when we couldn't start a gasoline tug on a cold day. Toll Free: 877-477-7823 Customer Service: 800-861-3192 Fax: 800-329-3020 Most tug manufacturers will sell you tire chains for winter operation.

They sound like a good idea; however, if your hangar floor is relatively smooth concrete, tire chains can turn your tug into a pig on ice—not to mention tearing up the pavement. We lean towards the inexpensive method of handling ice recommended to us by Aero-Tow's Terry Railing: Keep a bag of kitty litter in the hangar and sprinkle it on the ice and snow for instant traction.

The Cirrus aircraft nose tug shown here provides the perfect solution to your need for an easy method of moving your airplane in and out of its hangar. This Cirrus SR20, SR22 plane tug is built specifically for handling your plane model, and when you've used it once, you'll be convinced of its value.

This is a drill-powered Cirrus tug that uses a durable Dewalt 60-volt power system, efficiently transferring power by way of high strength steel alloy gears to the drive wheels. This Cirrus tug offers a rheostat trigger speed control.

Battery Life

The joystick has forward, back, right and left positions, which move the tug in any of those directions. There's an on/off switch, plus a three-position speed switch for slow, medium and fast. There's also a release button, for releasing the airplane out of the cradle.

There's no bending down to strap/unstrap the nosewheel (or tailwheel) from the cradle. It auto-loads and auto-releases. If the tug has optional LED lighting, there's a switch for turning them on or off. The lights (there are two of them mounted to the front of the tug) aren't so much for use as headlights, but instead as a way to spot the tug in the dark.

Like the rest of the tug, the lighting is high quality. This factory-installed option is $250. The $3000 Lil Sherman puts out about three HP and has adapters that allow it to tow most general aviation airplanes up to 6000 pounds.

It is described as allowing one person to easily move a single or twin. To maximize traction, its frame swivels to keep both driving wheels on the ground during turns. Not surprisingly, gasoline-powered tug makers are very sensitive to the need for reliability and ease of starting in cold weather and they have worked like mad to ensure cold starts—but they candidly admitted that they can't make them as reliable in the cold

Ac Air’s Remote-Control Tugs

as an electric tug. On a dry, level surface the nosewheel drive works a little better because of the mechanical advantage. If the ramp is contaminated by rain, snow or ice, performance drops off significantly. Both drive systems have some difficulty with sloping ramps and hangar door lips.

We saw prices ranging from $1400 to $1700. There are a number of options including spare batteries and traction tape for smooth hangar floors. In business for over 50 years and currently offering battery-powered and corded electric towbars, Robotow (www.robotow.com).

units are designed for nosewheel airplanes without wheel pants. All models use a knurled wheel that presses against and drives the nosewheel—it is advertised as non-slip, something important when the tire is wet. The ThunderVolt is PowerTow's first electric tug in its single-wheel line.

For $2399, it includes a 12-volt DC motor, battery and battery charger/minder. As with the 40 EZ and Key EZ, it is advertised for airplanes up to 6000 pounds. The $6750 TrackTech T1.5 can tug airplanes up to 10,000 pounds and with a tire diameter up to 21 inches.

Priceless Aviation

Example applications include the Cessna Mustang light jet, Cessna Caravan turboprop single and Socata TBM series. The T1.5 has a Lazy Susan platform. This enables you to rotate the tug underneath the tire—a safeguard against exceeding the steering limits of the nosewheel.

The tire rolls up onto the platform and the weight locks it in place. It won't move until you press the release button on the controller, enabling the platform to rotate 360 ​​degrees underneath the wheel.

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With an 8.75-HP engine, the $2799 model 65 EZ is designed to move airplanes up to 7000 pounds. It has a larger frame and longer arms than its smaller siblings and casters to ease movement are standard.

In speaking with PowerTow's Gilbert May, he pointed out that he recommends the 65 EZ for light twins with longer noses, such as the Aerostar, because the smaller tugs, with shorter arms, require the user to stoop under the aircraft nose.

He said the 65 EZ gets rid of that problem, letting the user stand upright where he or she can more clearly see the wingtips and tail—plus the extra power helps on sloping and contaminated ramps.

If you have electricity in your hangar, leaving most of the battery-powered tugs plugged in to their smart chargers should ensure no shortage of power, even when you want to move the airplane a few hundred yards to the fuel pump.

First, the tech. AC Air's tugs work with a transmitter/control box (shown in the inset to the right) on the 2.4 GHz radio spectrum. Naturally, there's a concern of interference—and uncommanded control inputs to the tug—but AC Air says its FHSS, for frequency hopping spread spectrum, operates 100 percent interference free.

With over 800 tugs in the field, the company says there has never been a signal intercepted or a runaway tug. If the tug loses the signal from the remote, it shuts down. The second-generation TrackTech T1X2 for non-wheel fairing and fairing-equipped airplanes with a max gross weight of 8000 pounds has a 24-volt rechargeable LiFe P04 lithium-ion battery.

Charge time is two hours for continuous 30-minute usage. That's a long time to be moving an airplane—plenty of endurance. It's a strong battery, powering the tug's dual high-torque motors. The battery should last from five to seven years.

The electronics, batteries and motors on the TrackTech tugs are easy to get to, housed underneath a hood on the front of the tug. The Dragger (www.dragger.com). series of electric and gasoline tugs are for lighter aircraft on relatively flat ramps and hangars with minimal lips or door tracks.

All have two drive wheels and are designed either for nosewheel or tailwheel airplanes—one size does not fit all. We were told a battery for an electric tug (other than the "power drill" tugs) should last for five to seven years although Terry Railing, proprietor of battery-powered tug maker Aero-Tow, told us that he has customers who reported battery

life in excess of 11 years. The 24-volt system moves the airplane via an electric transaxle with differential driving two wheels. Speed ​​is controlled using a thumb throttle. A rear caster balances the unit, so there is no lifting or sliding it sideways when maneuvering an airplane.

The system includes two batteries and an onboard smart charger. In the aircraft tug business for 40 years, with some 30,000 tugs in the field, Northwest Manufacturing (www.powertow.com). seems to be expanding its product line on a regular basis.

Long known for its Briggs & Stratton piston-powered tugs capable of burning avgas or mogas, the company has aggressively moved into the electric tug world. As sales manager Gilbert May put it when we spoke with him, "It's the wave of the future.

The electric motor puts out more torque, there are fewer parts to break and it's quiet so you can hear when someone yells that you're about to hit a wingtip." Nevertheless, May said that the company wasn't

Each Minimax Cirrus aircraft tug has plenty of add-on options available, such as snow tires, tire chains, a handle extension and a speedy mover. You can also get a spare 60-volt Dewalt battery so you're never left powerless.

These are all listed under PRODUCT OPTIONS. This Cirrus tow bar, weighing in at 56 pounds, easily knocks down for transport. Most of the tugs we looked at are actually powered tow bars, so they attach to the nose (or tail) wheel.

The wheel itself is the pivot point so most tugs have to be lifted or pulled sideways to make a turn—and care needs to be taken to avoid exceeding nosewheel turn limits. If your airplane has nosewheel turn limits, disclose them when you speak with the tug manufacturer.

Some tugs have optional casters to ease moving the tug when making a turn. Priceless Aviation Products 701 and 701L and Aero-Tow's Lil Sherman have a swivel arrangement so it's not necessary to lift or slide the tug to turn.

The electric Tail-Dragger Dragger, model TDE-1, has the same differential for its two-wheel drive system as the electric Nose-Dragger Dragger. It is priced at $2195. Both versions are rated for airplanes up to 5000 pounds "on a flat surface or a rain grade surface with a grade of no more than 1 to 2 percent."

Please note, Aircraft Spruce's personnel are not certified aircraft mechanics and can only provide general support and ideas, which should not be relied upon or implemented in lieu of consulting an A&P or other qualified technician.

Aircraft Spruce assumes no responsibility or liability for any issue or problem which may arise from any repair, modification or other work done from this knowledge base. Any product eligibility information provided here is based on general application guides and we recommend always referring to your specific aircraft parts manual, the parts manufacturer or consulting with a qualified mechanic.

Choosing the right TrackTech model depends partly on the weight of the airplane. Its lower-end model can tow up to 2500 pounds, while the flagship model can tow 20,000-pound aircraft. AC Air owns a patent on the rubber track technology built into the tug, making it perhaps the only production tug you'll see on tracks.

Pricing ranges from $2750 to $10,000. It may have been that moment—after our feet had shot upward from the icy ramp while we were trying to pull the Cheetah out of the hangar and we lay there, watching the nosewheel roll toward our nether regions—that we came to like aircraft tugs

. We think that an easily maneuverable tug that quickly hooks onto an airplane and can move it without strain reduces the risk not only of injury to the pilot but hangar rash to the airplane.

The Nose-Dragger Dragger tugs have a distinct method of attaching to the aircraft—avoiding metal-to-metal contact. The tug is snugged up against the front of the nosewheel and then, by leaning over and moving a lever, a roller is snapped into place against the rear of the nose tire.

This effectively cradles the nose tire, although it is not lifted off the ground. The system accommodates wheel pants as long as there is at least a three-inch clearance from the ground. We'll run through what to consider when making a tug purchase and then outline what's on the market.

We'll say up front that if you want the highest level of reliability, live where it gets cold in the winter and have electricity in your hangar, spending the extra money for a battery-powered electric tug makes sense.

If you don't mind taking care of the routine maintenance requirements of a gasoline engine and aren't too worried about cold-weather starting, the internal combustion tugs are less expensive to buy. AC Air says that much of the typical maintenance (not much more than battery changes, really) can be performed right on site.

Other repairs require crating and shipping the tug to AC Air's facilities in California. When it comes time to select the right tug for your airplane, we recommend a conversation with the tug manufacturers to discuss your specific needs.

Just because an advertisement says a tug will pull a 4000-pound airplane doesn't mean it will do so up a sloping ramp, over a lip or break in pavement or across sliding door tracks. The company still notes that hangar door sills can be a problem although our review of videos on the company's website caused us to believe that the door sill issue is less of a problem for the Tail-Dragger tugs.

PowerTow's website indicates that a ThunderVolt was hooked up to an 8000-pound load and tested on a 10-degree F day. Pushing, it generated 500 pounds of wheel force and 350 pounds when pulling. They were unable to stall the motor;

the tire would start to slide first. The $1500 model E200 (all prices for Aero-Tow were given to us as "ballpark" numbers) weighs 135 pounds, can be configured to tow just about any general aviation airplane—nosewheel or tailwheel—and puts out about one HP.

The company describes its capabilities as "equal to the power of one person, struggling, to move the aircraft."

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