Despite some reports to the contrary, there is very little confidence in our industry that the JAA/EASA will certify single engine aircraft under instrument flight rules (SEIFR) by the end of this year.

For the European transport and aircraft manufacturing industry, this fact is having a very large impact and is endangering products built in Europe and also the creation of thousands of jobs.

The fact that a 25-year-old piston twin is currently considered more safe than modern and reliable turbine products which have accumulated several million flight hours, is barely understandable.

The experience and know-how

of companies like Cessna, EADS

and Pilatus, building thousands

of military and civil single

engine products is still not considered adequate.

The outstanding safety record of these products, including the military trainers, should surely carry more weight, as should the experience of the FAA, which gave approval for SEIFR a long time ago.

Many countries have already adapted the rules for operating single engine IFR and thousands of hours have been flown by professional organisations in Canada, the US and Australia.

So what sort of obstacles have we faced in Europe, trying to obtain

this certification?

In Europe, very little of this experience is being used to justify the safety and viability of this operation and despite the name ‘Joint Aviation Authorities,’ not much commonality in the decision-making process has so far been achieved by the different states within the JAA.

The large negative commercial aspect for the transport industry and also the manufacturing industry has been neglected and single states still block or slow down the process a lot.

However some local authorities already allow the operation of

single engine aircraft under commercial rules and this shows that it is more a political problem than a real safety concern.

So how are we dealing with the obstacles presented to us?

Pilatus, Socata and Cessna have founded a Single Engine Turbine Alliance to accelerate the certification process and to allow

a single point of contact for providing data or verifying operational procedures.

Furthermore, Pilatus has completed a very extensive flight test programme to develop safety procedures in case of an inflight propulsion system malfunction.

The implementation of an extensive reporting and engine trend analysing system supports

the collection of data.

And after the technical and operational aspects of the JAA’s NPA 29 ruling became more robust, the configuration and performance of the PC-12 was audited and adapted to the upcoming ruling.

In the hope that we may send a clear signal to the EJAA about the safety of our aircraft, Pilatus has recently been supporting PC-12 operator Lions Air, in its application to the Swiss Aviation Authority (FOCA) for a JAR 1 AOC extension covering SEIFR.

The main issues are training, flight dispatch and emergency procedures. The minimum equipment list and the minimum configuration and performance of the aircraft must also be clearly specified and the aircraft AFM

must contain data such as procedures, performance and special gliding tables.

Pilatus has conducted an extensive flight test programme, covering all aspects such as engine failure at takeoff, after takeoff and in cruise, including engine out instrument approach procedures.

Lions Air had to adjust its training procedures and verification flights under the supervision of FOCA, using non test pilots, where successfully conducted.

If achieved, this certification will give authority to Lions Air to

fly passenger and cargo flights

under commercial rules within Switzerland. At the moment there is only one signature missing and due to the high workload of FOCA, it is now expected to happen by the end of August 2003.

It is our hope that the operational experience gained from this will lead either to further local approvals or an acceleration of procedures within the JAA/EASA.

In conclusion, the industry and its operators are very willing to accept a step implementation, comparable to ETOPS, from the JAA/EASA. The important part is that the SEIFR certification within the JAA comes to an end and that everybody knows exactly what standards he has to certify his products and operation to.

Dominik Waser

PC12 programme pilot, Pilatus