AIRPORTS MAKE CHANGES AS - IMPACT OF COVID-19 HITS HARD - Airside International
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E X P LO R I N G G S E , A I R F I E L D E Q U I P M E N T A N D I N F R A ST R U CT U R E | WWW. A I R S I D E I N T.CO M
SUMMER 2020 #AIRSIDEINT
ADAPTING TO DIFFICULT TIMES
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IMPACT OF COVID-19 HITS HARD
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Front
cover
image is
A note from the editor
courtesy of Welcome to the Summer 2020 issue of aviation fuels. Robotic aircraft washing comes
Airside International, which comes at an under the spotlight through the prism of
incredibly hard time for all. The effects of an interview with Sweden-based Aviator
Covid-19 have been felt deeply across the Robotics, while we also meet with Terri Smart-
aviation industry, not least in the tragic death Jewkes, who keeps us in touch with Aviramp’s
finavia.fi
of some of those who work within it and latest commercial offering: solar-powered
sustain it on a day-to-day basis. boarding bridges.
Published by:
EVA International Media ltd
The industry-wide effect of the virus in terms Cavotec announces successful sales deals in
Boswell Cottage, 19 South End,
Croydon, London, CR0 1BE, UK of jobs, business survival and economic what are extremely challenging times, while
performance has also been massive. The Sage Parts has also continued its ongoing
Tel: +44 (0) 20 8253 4000 aviation sector has been hit as hard as any process of new GSE component development
Fax: +44 (0) 20 8603 7369 industry, with huge numbers of aircraft within its Ramptech brand.
grounded as passenger numbers dried up.
www.evaintmedia.com Some passenger aircraft were operated Environmental concerns are the driving
initially just so that airlines could keep their force (pun intended) behind Saturn’s new
airport slots (until the rules on that were, electric vans, which the company deems
Join the conversation
sensibly, amended) – while several carriers entirely suitable for airport operations, while
Twitter: @airsideint
Linkedin: /airside-international
have continued to fly passenger aircraft solely Tecnove By Jofrauto, a Spanish supplier of
in order to carry cargo. GSE, explains how it is continuing to add more
Advertising opportunities product lines.
Contact Ian Talbot on: Certain airlines are nevertheless teetering on
+ 44 (0) 20 8253 4011 the edge of bankruptcy, while others have We meet with an executive from Danfoss who
ian@evaint.com already stopped operating completely. Some talks about their collaboration with Panus on
airports have become ghost towns, operating new electric variant pushbacks, and we hear
no services or only skeleton services, their from Larry Laney, director of ground support
Issue 50 2020 aprons either deserted or virtually so. at Southwest Airlines, who tells Airside about
www.airsideint.com his responsibilities vis-à-vis the airline’s large
The industry has nevertheless tried to do its GSE fleet. Plus, handler Siginon is investing
Content may not be bit to combat the scourge. Many airlines have in new GSE as it ramps up its Africa-based
reproduced in any format
flown invaluable cargoes such as medicines, operations
without written permission
from EVA International testing equipment or personal protective
Media Ltd equipment for front-line services. Some Finally, we talk to two airport operators –
airports have offered their facilities for Changi Airport Group and Finavia – about
purposes such as testing stations. how they have worked within their resources
Address changes and
subscriptions:
to mitigate the impact of the pandemic, and
charlotte@evaint.com This issue of Airside International looks ahead we take a look at how the International Air
to better times, when – we all hope – Covid-19 Transport Association (IATA) is doing its bit
ISSN 1754-1166 will have run its course. Its features look at to help those handlers that are being forced
the issues airport operators face in trying to mothball at least some parts of their GSE
EVA INTERNATIONAL MEDIA LTD
PUBLISHERS & EVENTS SPECIALISTS
to ensure that the GSE used on the ramp by fleet.
independent handlers are safe and efficient;
to the somewhat related and ever-critical We hope you enjoy the issue, and that you
challenge of preventing aircraft damage from keep safe and well.
poorly operated-GSE; to the niche market
The opinions expressed in
of hangar and hangar-door installation; and
this publication are those at current trends pertaining to on-airport
of the individual authors fuelling systems.
or advertisers and do not Mike Bryant
necessarily reflect those of Related to that last feature, Airside talks Editor
EVA or its members. to Air BP about the future of sustainable Mike@evaint.com
The mention of specific
companies or products in
articles or advertisements James Sheridan Parveen Raja
contained herein does not Chairman Publisher
imply that they are endorsed james@evaint.com parveen@evaint.com
or recommended by EVA.
Printed by: Ian Talbot Gemma Keen
The Manson Group Limited Sales Manager Events Coordinator
St Albans, Hertfordshire, Ian@evaint.com gemma@evaint.com
AL3 6PZ, UK
Distributed By:
Air Business Shobhana Patel Charlotte Willis Jordan Newton
The Merlin Centre, Acrewood Head of Finance Office Manager Graphic Designer
Way, St Albans, AL4 0JY, finance@evaint.com charlotte@evaint.com jordan@evaint.com
United Kingdom
GSE RENTING AND FULL
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Contents Summer 2020
04 Preventing aircraft damage on the ramp
17
12 The future of fuel
17 Air BP looks to the future with sustainable fuels
20 Hangar design and installation: a moving target
24 Siginon invests in further GSE
26
24
Tecnove by Jofrauto targets further growth
28 Forward-looking GSE fleet management
30 Innovation in aircraft exterior washing
34 Sage Parts adds to innovative Ramptech portfolio
38 IATA offers thoughts on long-term GSE storage
42 Aviramp rolls out solar-powered suite of boarding ramps
44 A new all-electric van option
46 Finavia adapts to Covid-19 crisis
28 50 Changi consolidates terminal operations
52 Keeping GSE in good working order
54 A greener option for aircraft pushback
58 Fuelling growth
30
Preventing aircraft damage on the ramp Should GSE damage aircraft in the course of its work, the financial – and potentially the human – consequences can be huge. It is no surprise then that GSE operators have put in place stringent procedures to minimise such incidents, although eradication of what is sometimes termed ‘ramp rash’ seems likely to be a step beyond the industry for the foreseeable future 4 Airside International | Summer 2020
Summer 2020 | airsideint.com 5
F E AT U R E | P R E V E N T I N G A I R C R A F T D A M A G E
Amongst handlers, the feeling is very
much that the problem of ramp rash is
not going to go away any time soon. In
fact, for many, the problem remains as
acute as it ever was.
“I have not seen any noticeable
improvement over recent years,” says
Paul Drever, general manager GSE
engineering and standards for globally
active handler Menzies Aviation.
Menzies tracks all cases of damage on
the ramp, including collisions between
vehicles, property damage and personal
injuries resulting from these actions.
Most involve GSE colliding and driving
into static objects, Drever says.
“Menzies has put in place a number of
incentive schemes over the years to
combat the problem of damage on the
apron,” he continues. “Each year, we put
a focus on ground damage and this year
is no exception as the costs of damage,
even outside of aircraft damage, is very
concerning.”
Stephen Williams, head of safety –
international airport operations for dnata, of unwanted collisions on the ramp, “Each year, we
makes the very pertinent point that it is including not only cases of ramp rash but
difficult to measure whether the problem also near, potentially dangerous, misses. put a focus on
is getting worse, or whether more
incidents (and more near misses) are now All such incidents have to be reported
ground damage
being reported, thus making it appear by anyone involved – and/or by any and this year is no
that the problem might be growing. The witness – to their supervisor, within
greater level of reporting is actually a that same work shift. To ensure that exception”
positive thing, he says, something that this is done, dnata sets a lot of store by
ground handlers can build on. Only if having a ’Just Culture’, which aims to see Paul Drever,
incidents are being reported can the accountability shared and accepts that Menzies
problem be truly assessed and combated. failings are generally a problem of system
or organisation rather than simple human
Indeed, it is only over time, with good failure – and that responsibility and blame
data, that the industry will be able to need not therefore be attributed to any
analyse how well it is dealing with ramp individual.
rash, he considers.
All incidents of actual ramp rash, or
Dubai-headquartered dnata – the ground potential collision, are carefully logged
services provider that is part of the in the dnata Hub incident reporting
Emirates Group – has a well-established, system, after which follows a process of
rigorous approach to the problem investigation, the length and intensity
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Loaders are amongst the different types of motorised GSE that can
come into unwanted contact with aircraft, with potentially dangerous
and certainly expensive consequences
of which depends on the nature of the form part of its induction and ongoing complement and support the Association
incident. A full report is generated and training programmes. manual by expanding it and making
recommendations made as to systemic completely clear how it applies to all dnata
changes in procedures, equipment Combating ramp damage relies upon ramp operations.
required, or mandated changes to the people on the ground and correct
operations that are shared across all reporting of any incident, including near Plus, dnata takes the process of employee
dnata businesses around the globe. misses, Drever observes. Thus, “Menzies feedback on this issue very seriously,
These actions form part of dnata’s Global makes it abundantly clear that all aircraft Williams adds. All staff are encouraged to
Incident Reporting Framework, with damage or contact with an aircraft – no suggest how operations can be improved,
complementary incident investigation matter how small – must be reported and how safety can be reinforced through
and management elements, including an immediately.” procedural or equipment-related change.
Incident Review Board that convenes on a
monthly basis. dnata too has a wide range of policies and In the event of trouble
strategies in place (besides reporting) to Menzies refers to incidents of ramp
Mitigating the impact combat the problem. Ensuring regulatory rash as ‘Category A’ events and the
If the problem is still so significant, compliance and continually reminding company has its own standard operating
what can the ground service providers staff of the need for safety form part of procedures for such an eventuality.
that operate GSE do about it? Menzies the overall strategy, as does stressing “All activities around the aircraft are
endeavours to tackle the problem on a the implications of not following correct immediately stopped,” Drever informs.
daily basis by increasing staff awareness, procedures as part of any new worker’s “In the case of fire or other dangerous
controlling driving habits and making induction, says Williams. situation, staff are evacuated away from
staff aware of the handler’s required the aircraft.”
procedures at airports, says Drever, Audits and inspections, including senior
adding: “Fighting ramp damage remains a managers going onto the ramp to observe The fire service and airport authorities
priority on Menzies’ agenda.” day-to-day handling operations, are are contacted. If the situation presents no
other elements of the dnata strategy to danger then the scene is ‘frozen’ and the
At Menzies, initial staff training includes minimise potential collisions on the apron. Menzies management, safety team and
good driving practice as well as awareness airline representatives are contacted.
training of the specific driving restrictions All of its employees who work on
and rules of the specific airport at which the ramp are required to follow the “An initial investigation report is carried
the handler will be working will also be International Air Transport Association’s out at the scene to assess the damage
given. Ground Operations Manual (IGOM) to and its likely cause. The airline’s technical
the letter and, moreover, the handler is service also checks the damage in order
Plus, Menzies has many training and currently compiling its own dnata Ground to ascertain whether the aircraft remains
awareness films available online which Operations Manual (dGOM), which will airworthy or has to be grounded.
8 Airside International | Summer 2020P R E V E N T I N G A I R C R A F T D A M A G E | F E AT U R E
dnata has well-entrenched
policies to avoid and to
mitigate any impact of any
collisions on the ramp
“Interviews of all staff involved are held,” Examples include IATA Airport Handling when connected, seat belts as standard,
Drever continues. “Photographs, reports Manual (AHM) 913 approach systems, sensors on de-icer buckets, cameras
and witness statements are all uploaded which Menzies ensures are fitted to its on GSE that comes in the vicinity of
into our safety reporting system. Once all equipment where appropriate. the aircraft and telematics to record
of the information has been gathered the incidents.
incident is assigned a case number. Each Safety features include dead man’s pedals
aircraft damage case is discussed and on electric GSE to cut power, special Menzies continues to fit AHM
analysed at the monthly safety meeting, protection on booms of conveyor belts, 913-compliant approach systems to any
held at the highest level [of Menzies].” locking devices on pushback wheel new GSE and stipulates it as a standard
nuts, breakaway hoses on water and specification for any orders.
Safety first: new GSE technologies toilet units, towbar interlock systems on
As for the equipment that its employees ground power units to prevent driving “It is early days to give a definitive opinion
operate, all of Menzies’ GSE specifications away when connected, interlock systems as to whether the approach system
are based on ‘safety first’, says Drever. on fuel trucks to prevent driving away helps, as we still have a mix of GSE with
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Summer 2020 | airsideint.com 9F E AT U R E | P R E V E N T I N G A I R C R A F T D A M A G E
an approach system and GSE without
one,” Drever says. “But any system which
assists the operator approaching the
aircraft more safely can only be a positive
development, and Menzies supports this
100%.”
Plus: “Telematics is fitted to any GSE
operating at a medium or large airport
to be able to trace incidents and record
when they occurred. Camera systems
to assist with reversing are fitted to
machines as another aid to prevent and
minimise damage.”
dnata has also got fully on board with
the new requirements with respect to
anti-collision systems; in fact, it has gone
above and beyond what is mandated,
Williams observes, by making the decision
that all motorised GSE that the handler
will acquire and put into operation must
have collision avoidance systems fitted as
standard. In so doing, dnata is also making
a clear statement to its own employees
and customers that it puts safety at
the forefront of its business model and
that it provides a ‘best-in-class’ offering,
Williams says.
dnata handling
Such technology is important, of course, at Dubai World
but it is only one part of that wider Central, Dubai
continuous improvement process that
dnata has in place to assess safety and
operational procedures and revise them the solution but I still think we have a
where necessary, he adds. long way to go before these machines
It is only over
enter the airport ramp environment, time, with good
Equipment and technology can only even though a number of manufacturers
do so much – collision avoidance have produced these vehicles and are in data, that the
systems come into effect typically when various levels of testing and trialling.” industry will be
procedures have not been followed,
and it is in the business culture, training, For now, Menzies always uses a banksman able to analyse
monitoring and 360-degree feedback to guide equipment that interacts with
processes that dnata emphasises so the aircraft to and from the airplane, for
how well it is
strongly that the best sort of change can instance. This is a standard operating dealing with the
be made, Williams concludes. procedure (SOP).
problem of ramp
Drever agrees. “Most damage is caused “Developments in telematics will help rash
by not following the procedures people to track and trace and aid in operating
have been trained to follow so it is vehicles, all of which makes the operator
important to continue with refresher more aware of the operating procedure Stephen Williams,
training and on-the-job awareness,” he preventing short cuts. On board camera/ dnata
says. tracking devices such as those used
for insurance purposes may also help,”
“Autonomous vehicles may be part of Drever adds.
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applications 11F E AT U R E | R E F U E L L I N G E Q U I P M E N T & T E C H N O LO G Y
The future
of fuel
As research continues into green alternatives to
traditional jet fuel, how is the refuelling sector
changing?
From investing in more fuel-efficient
aircraft to favouring electric GSE,
the air transport industry is working
on a number of fronts to reduce the
environmental impact of flying.
That change is happening right at
the source that powers it, says Mark
Vaughan, head of department, fuel
management at South African Airways.
“Many of the companies that previously
largely concentrated on fossil fuel
and chemical production are busy
remodelling their business to include
renewable energy and technology,
and thus calling themselves energy
providers rather than (for instance) an
oil company.
“One of their focus areas would be on agreed a collaboration with Nesté, one of Lores expects up to 50,000 tonnes of SAF
the progression of alternative propulsion the world’s leading renewable products to be produced globally in 2020. “This is
for aircraft and what will be needed to producers, to develop SAF supply chains, a sign of good progress,” she says, “but
fuel these aircraft of the future.” and we’ve also invested US$30 million it comes from only two commercial-
in waste-to-fuels company Fulcrum scale producers today. In the next few
Aviation fuel supplier Air BP, for example, BioEnergy.” years, we should see additional suppliers
has been taking steps to help shape a come online,” as the drive for better
lower carbon aviation industry for more A spokesperson at German flag-carrier environmental performance continues.
than a decade, observes Irene Lores, Lufthansa notes that SAF saves up to
global sales and marketing director, 80% of CO2 emissions compared to Right now in California, World Energy
general aviation. conventional kerosene. It is also about produces SAF from used oils and fats
three times as expensive as traditional from agricultural production at its refinery
“To date we’ve supplied sustainable fuel, and far from as readily available: in Paramount. Working with Shell, the
aviation fuel (SAF) to 16 locations in six only 0.01% of the kerosene required Lufthansa Group has secured 1 million
countries,” she points out. “In 2018, we worldwide is currently produced as SAF. gallons (3.785 million litres) of that fuel,
12 Airside International | Summer 2020R E F U E L L I N G E Q U I P M E N T & T E C H N O LO G Y | F E AT U R E
At Frankfurt and San Francisco, SAF
is delivered via these airports’ hydrant
systems.
“This means that the SAF is added to
conventional kerosene and enters the
aircraft tanks as an admixture,” the
Lufthansa spokesperson outlines. “As
SAF is an admixture in the airport system,
it gets into all aircraft that refuel at
Frankfurt and San Francisco.”
Research and development
Lufthansa is looking beyond SAF. Its
long-term goal is to introduce synthetic
fuels derived from renewable sources
(Power-to-Liquid, or PtL), which are likely
to make carbon-neutral flying possible in
the future.
In 2019, the carrier signed a memorandum
of understanding (MoU) for the future
production and purchase of synthetic
kerosene with Heide refinery, a supplier
at Hamburg Airport. Heide is working
on the production and acceptance
of environmentally friendly synthetic
kerosene from wind energy generated in
the surrounding region.
Aircraft manufacturer Airbus is also
studying how PtL could act as an almost
zero-emissions substitute for kerosene,
To date, Air BP has
the company confirms. Plus, it is a
supplied sustainable
member of the Hydrogen Council, which
aviation fuel to
aims to foster the role of hydrogen
16 locations in six
technologies in the global energy
countries
transition.
In November last year, Airbus and low-
which is now used on its flights from She explains: “Any aircraft certified for cost carrier easyJet signed an MoU
San Francisco to Frankfurt, Munich and using the current specification of jet fuel relating to a joint research project on
Zurich. is able to use SAF. It can be blended at up hybrid and electric aircraft.
to 50% with traditional jet fuel, all quality
The airline also obtains SAF from Finnish tests are completed as per a regular jet easyJet CEO Johan Lundgren notes
producer Nesté Oil, which it uses at fuel, and the blend is certified as Jet A or that the project “will aim to identify
Frankfurt Airport. Jet A-1. the detailed technical challenges and
requirements for hybrid and electric
Lores says SAF is safe, compliant and “Once blended, SAF has the same planes when deployed for short-haul flying
thoroughly tested. Its increasing use characteristics as traditional jet fuel. It around Europe, so that we can help shape
translates into ongoing demand for can be handled in exactly the same way the technology and airline networks of the
refuelling equipment and technology as a regular jet fuel, so no changes are future”.
of the same type that is used to deliver required in the fuelling infrastructure or
traditional jet fuel. for aircraft.” The development and standardisation
Summer 2020 | airsideint.com 13F E AT U R E | R E F U E L L I N G E Q U I P M E N T & T E C H N O LO G Y
of all the necessary infrastructure to
support electric flights is a key focus Lufthansa uses SAF
area of initiatives such as the Nordic from World Energy
Network for Electric Aviation (NEA), and Nesté Oil
launched in September 2019.
While the electrification of aircraft is
“an exciting space”, Lores points out
that it is still in the very early stages of
development.
“The world is a few decades off
seeing large-scale commercial electric
passenger jets taking to the sky,” she
says.
“We believe that the use of sustainable
alternative fuels within conventional
aircraft will likely make the biggest
impact on carbon emissions and [we]
Pandemic Priorities
are actively working to increase its
supply.” The Covid-19 pandemic has, of course, resulted in a
dramatic reduction in the number of aircraft flying – with a
Thus, for instance, as well as consequent reduction in demand for refuelling equipment
participating in the NEA project, SAS and services.
Scandinavian Airlines is continuing to
work on biofuel initiatives. It entered Vaughan highlights guidelines from bodies such as the
into a partnership with Preem in 2018 Joint Inspection Group (JIG – the organisation for the
to ensure large-scale production of SAF development of aviation fuel supply standards) that cover
and is also working with Norwegian
best practice for the shutdown of refuelling equipment.
airport operator Avinor to accelerate
One important point is to rotate units on a regular basis at
commercialisation and production of
SAF in Norway. stations that are experiencing limited uplift.
All of this means that refuelling “You need to keep systems wet,” Vaughan explains. “If filters
equipment suppliers are unlikely to dry out, they have to be replaced, and if hoses dry out they
experience a decline in demand for can become brittle and leak. It’s important to mothball
some time yet; they will continue to equipment properly so that it can be re-commissioned
play a vital role in keeping aircraft flying, successfully and safely at the right time.”
It is also necessary to carry out daily sumping of fuel to
“Any aircraft prevent microbiological growth in fuel tanks. Plus: “Any
certified for fuel that is left dormant in a tank for a long period must
be tested before it can be used. It is best to rotate fuel
using the current back into the fuel farm rather than leave it in the refuelling
specification of jet vehicles’ tanks,” Vaughan adds.
fuel is able to use
OEMs provide checklists for the correct storage and
SAF” return to service of the equipment they manufacture and
users should consult these, as well as complying with local
legislation pertaining to safety inspections, for instance.
Irene Lores,
Air BP
14 Airside International | Summer 2020R E F U E L L I N G E Q U I P M E N T & T E C H N O LO G Y | F E AT U R E
as those aircraft will rely on some form of
liquid fuel in the coming decades. Air BP has diversified to provide sustainable as
well as traditional jet fuel
Data driven
While the basics of refuelling are not
changing, some of the related technology is
evolving.
Vaughan says manufacturers of aircraft
fuelling equipment are working closely with
airlines, fuel suppliers, into-plane agents,
aircraft manufacturers, standard-generating
bodies and regulators to produce
equipment that is safe and fit for purpose.
Plus: “Manufacturers are incorporating
electronic sensing to improve on efficiency
and enhance safety of the refuelling
process. There is also work being done on
fully electrified refuelling vehicles with some
prototypes presently being tested.”
An example of an electric refueller already
in service is Fluid Transfer International’s FT
RAZER (Rechargeable Aircraft Zero Emission
Refuelling) dispenser. Air BP’s Airfield
Another is the electric pump jet refuelling Automation app is
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Air BP, meanwhile, is responding to feedback on the importance
of digitalising airport fuelling operations to reduce risk and
improve accuracy and efficiency, Lores says.
“In May 2018, we announced our innovative Airfield Automation
(AA) technology. This digital platform helps to enhance
safety, reliability and compliance in airport fuelling operations.
Operators are benefiting from faster, more comprehensive and
more accurate fuelling data. This pioneering system provides an
engineering barrier to help prevent misfuelling.”
Switching to SAF AA works using a cloud-based platform, which consolidates all
the data related to airport fuelling operations via an app on a
It is not just commercial airlines that are handheld device in the fuelling vehicles.
switching to SAF.
So far, the AA ‘safe2go’ app is live in 16 countries across four
Airbus has been offering delivery flights continents. It records fuel volume readings and provides fuel
grade checks to add an additional barrier against misfuelling.
powered with SAF since 2016 from its
It then electronically captures customer details; these are
centres in Toulouse, Mobile and Hamburg, confirmed with an electronic signature from the pilot or airline.
and as of March 2020 it had plans to
extend this option to its facility in Tianjin. “We continue to roll out this AA technology, with plans for it to
be in use at around 350 of our network locations in 25 countries
In December 2019, Airbus began the by the end of 2020,” Lores confirms. In addition to its digital
progressive introduction of SAF to power Airfield Automation technology, Air BP continues to offer the
its industrial transportation needs via the ability to order fuel online via the Marketplace app.
Beluga fleet, too.
Lores believes that the ability to capture data and create insight
for fuel customers (which include airports, commercial airlines,
At the same time, though, suppliers of
the military and general and business aviation operators) is likely
traditional fuel have been seeing demand to play a significant role in helping drive better aviation fuel
for their products rise. Gazpromneft-Aero management.
added 13 airports to its refuelling network
last year, taking the total to 282 airports “As technology advances, we see digitalisation continuing to drive
in 67 countries. This growth was a result customer convenience both at the airport and prior to arrival at
of a 26% year-on-year increase in the total the airport.” she says.
volume of overseas refuelling, to more
than 310,000 tons. “To this end, we are working on a variety of options to
complement our Airfield Automation technology and extend our
offer through real-time data services. We will continue to work
The Covid-19 pandemic has had a massive
with third-party digital providers who have existing solutions fit
impact on demand for jet fuel. Gazprom for today, but can also provide flexibility for future generations of
Neft CEO Alexander Dyukov notes: “When technology,” she adds.
entire countries are going into quarantine,
there’s going to be a major drop in demand
for hydrocarbons, and for the products
refined from these.”
In light of this: “Obviously, the company
“There is also work being done
will have to be more conservative, on fully electrified refuelling
reassessing all plans, and rescheduling vehicles with some prototypes
specific projects. But the situation does
not affect Gazprom Neft’s strategic presently being tested”
objectives to 2030.”
Mark Vaughan,
SAA
16 Airside International | Summer 2020A I R B P | I N N O VAT I O N
Air BP looks to
the future with
sustainable
fuels
Tom Parsons, Air BP’s low carbon
commercial development manager, is a
big believer in the value of sustainable
aviation fuel (SAF), and he tells Airside
why
SAF is derived from sustainable, renewable feedstocks including
cooking oil and other non-palm waste oils from animals or
plants, as well as solid waste from homes and businesses such as
packaging, paper, textiles, and food scraps that would otherwise
go to landfill or incineration.
Other potential sources include forestry by-products, such as
waste wood, and energy crops, including fast-growing plants and
algae. commitment to sustainable fuel significantly since then. It has,
for example an ongoing collaboration with leading renewable
Very similar in its chemistry to fossil jet fuel, using SAF produces fuel producer Nesté (dating back to 2018), which produces
substantially lower carbon dioxide emissions in comparison. In sustainable available fuel made from non-palm oil-based
fact, according to globally active fuel supplier Air BP, SAF offers used cooking oil and other wastes and residues. Through this
a reduction of up to 80% in CO2 emissions over the lifecycle of collaboration, Air BP is looking to develop new SAF supply
the fuel compared to fossil jet fuel, the exact benefit depending chains.
on the sustainable feedstock used, the production method and
the supply chain that brings fuel to an airport. Plus, in 2016 Air BP launched a partnership with Fulcrum
BioEnergy. The Californian company is building a plant in Reno,
The ratio of SAF to fossil jet fuel can be as high as 50%. Once Nevada, that will produce sustainable transport fuel from
blended, SAF has the same characteristics as fossil jet fuel. Re- household waste. Fulcrum intends to construct additional
certified as Jet A or Jet A-1, it must be quality and safety certified facilities and ultimately plans to supply Air BP with over 50
just as any other jet fuel must be. While significantly cleaner than million US gallons of SAF per year.
standard jet fuel, it looks and smells pretty much the same; it
can be transported in the same tankers and supplied on-airport Air BP began supplying SAF commercially through the existing
using exactly the same infrastructure, equipment and processes hydrant fueling system at Norway’s Oslo Airport back in 2016
as regular jet fuel. And any aircraft that can be fuelled by fossil jet and, to date, it has supplied SAF at 15 locations in five countries
fuel can equally be powered by SAF blends. across three continents. Its Biojet has been used to fuel many
aircraft ranging from small private jets to large passenger
Air BP’s SAF is called BP Biojet and is currently made from used aircraft.
cooking oil and other waste.
As well as its Scandinavia connections, Air BP has also provided
Air BP teamed up with Brazilian airline TAM (now LATAM) SAF for Delta Air Lines and Airbus in the US. It has supplied
for a test flight using SAF back in 2010 and has expanded its around 20 different customers with SAF over the years.
Summer 2020 | airsideint.com 17I N N O VAT I O N | A I R B P
Tom Parsons, Air BP’s low carbon
commercial development manager
The challenge sold by suppliers in the country.
An increased take-up of sustainable fuels is essential to
improving the environmental performance of the aviation Moreover, Parsons observes, “We are now seeing real
industry, Parsons considers. commitment from many more airlines” when it comes to SAF.
United in the US was amongst the first to really commit itself to
“We see ourselves [Air BP] playing a leading role this space. We sustainable fuels; others, such as British Airways (part of IAG),
are very motivated to play our part but it needs all the industry’s Cathay Pacific and Delta are following suit. The bigger legacy
involvement. Smart technologies and greater efficiencies will be carriers may have the financial heft to invest in the change, but
vital, but they will only go so far, he suggests. they also have much to gain. They operate widebodies on long-
haul routes, using large volumes of fuel as they do so, and many
In the context of an ever-expanding aviation industry, SAF will be of them tend to operate slightly older, gas-guzzling fleets than
critical. some of the newer airlines.
So, what’s the problem? Why aren’t all airlines moving across But even amongst the low-cost carriers, interest in SAF is
to SAF? Well, the biggest challenge for the carriers remains the “growing”, Parsons points out.
cost of sustainable fuels. The lack of sustainable feedstocks and
the investment required for new production technologies and The airport operators are also playing their part and in this
facilities means that SAF remains expensive by comparison with regard, the Nordic region is taking the lead. As mentioned
fossil jet fuel. above, Swedavia, which manages some 10 Swedish airports, is
determined to reduce its carbon footprint. It has two schemes
Air BP expects the cost of SAF to come down, but Parsons notes in operation that relate to SAF. First, each year it buys a quantity
that it will be some time yet before it matches that of regular jet of sustainable fuel proportionally equivalent to that consumed in
fuel. the flights taken by its own staff for business purposes.
The higher cost of sustainable fuels is certainly a key issue to Second, it offers a financial incentive for airlines flying through
be addressed if more carriers are to fuel their aircraft with SAF. its gateways that have adopted SAF, making a contribution to the
But airlines are used to fluctuations in fuel costs, so higher carriers’ additional costs accrued through sustainable fuel use.
costs of these types of fuel not be prohibitive. Moreover, the
SAF incentive schemes offered by airport operators – including Across the border, Avinor, Swedavia’s Norwegian equivalent,
Swedavia in Sweden, of which more later – and by governments worked with Air BP at Oslo Airport in 2016 as part of the EU’s
are becoming more common. In the US, for example, SAF fuel ITAKA project designed to investigate the value of camelina as a
producers can gain credits in the same way that suppliers of potential feedstock for sustainable fuel.
cleaner fuel to the aviation industry can.
Clearly, the industry has a long way to go on SAF. And it is
Other national governments are actually starting to mandate going to take time and money to meet the targets being set for
that a percentage of sustainable fuels be used by the industry. In emissions reductions. But there are signs that the importance
Norway, for example, there is a legal quota requirement of a ratio of the goal is now much better – and more widely – understood
of 0.5% advanced biofuel in the annual volume of aviation fuel than ever before. And that is surely half the battle.
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A typical Schwarzmann MRO hangar
Hangar design and
installation: a moving target
All hangars seem to be different, because all customers seem to want something
slightly different. Hence, hangar designers and manufacturers have to work closely
with their clients to ensure that their various needs are met. So too must the
developers of the specialist doors that equip these structures
The Schwarzmann group has over 25 years of experience scheduled,” says Jožef Schwarzmann, owner and co-founder.
in engineering, production and installation of tailor-made Schwarzmann’s aircraft division has been active since 2008,
steel structures. Its product range includes industrial and when it engineered, fabricated and erected a 45m by 50m
manufacturing facilities, indoor sports facilities, complex aircraft hangar with Champion Door automatic hangar doors
corporate buildings and showrooms, as well as aircraft in Zagreb, Croatia. Since then, it has manufactured and
hangars. supplied hangars for Austrian, Slovenian and Bosnian airports
and private investors.
Based in Polhov Gradec, Slovenia, it has an in-house team of
project managers, civil and structural engineers, welding and All Schwarzmann hangars are tailor-made to meet investors’
steel-cutting production plant and experienced installation specifications, the company insists. It provides turnkey
technicians. solutions which include an experienced project manager
available to guide the customer through the entire procedure,
“This team of 70 employees continuously works closely from documentation right through the design phase,
together in order to control the planning, production and modifications and additional equipment options to hangar
installation processes, thus ensuring that each phase runs as production, completion and handover.
20 Airside International | Summer 2020H A N G A R S A N D H A N G A R D O O R S | F E AT U R E
“Our in-house
A Schwarzmann twin aircraft hangar
R&D department is
constantly looking
to develop new
technical details
to further improve
the efficiency of
assembly”
Zoran Vasič,
Schwarzmann
In fact, every Schwarzmann hangar is is tailored to investors’ needs. Additionally, flame-retardant PVC (polyvinyl chloride)
designed and engineered from scratch, our in-house R&D department is membrane.
based on the type of aircraft garaged or constantly looking to develop new
serviced within as well as the local terrain, technical details to further improve the Schwarzmann hangars are shipped to
safety requirements, snow loads and wind efficiency of assembly.” their installation location in preassembled
loads, Zoran Vasič, its head of research segments, which are then easily and
and development (R&D), observes. The company specialises in prefabricated quickly joined to form a hangar ‘skeleton’.
Moreover, “All additional equipment steel structure hangars, which can be This process considerably shortens
(doors and lighting as well as heating, covered with insulated sandwich panels delivery times in comparison to traditional
ventilation and air conditioning, or HVAC) or with a durable UV (ultra-violet) and construction methods. For example, last
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Summer 2020 | airsideint.com 21F E AT U R E | H A N G A R S A N D H A N G A R D O O R S
year the installation of an 8,100 square
metre twin hangar facility in Austria was
completed in just four months following
completion of preparatory works (tarmac
and foundations), notes Inotin Lešnik,
project manager Austria for the company.
All of the possible ‘added extras’ to which
Vasič alludes are offered to the customer
during the design phase. Usually,
Schwarzmann will install automatic
doors from specialist suppliers such as
Germany’s Butzbach or the previously
mentioned Champion Door, but it has also
developed its own selection of double and
multi-segment hand-operated doors. Rain
gutters and snow guards can be installed
and a selection of personal doors, PVC or
aluminium windows are available, as well Jewers Doors provided the doors for this
as skylights and smoke vent skylights. Calidus hangar
“We collaborate with trusted long-term
partners who provide a wide range of
lighting and HVAC packages for hangars,”
says Boštjan Bevec, Schwarzmann’s chief
technical officer.
In those cases where a PVC membrane
cover is used and there is a need for
additional condensation protection,
a double membrane inner liner and
ventilation grille can be installed.
As of today, Schwarzmann hangars can
be found in Austria, Slovenia, Croatia, and Jewers Doors supplied
Bosnia and Herzegovina. innovative contour
doors for Airbus’ huge
Putting the doors on and unique Beluga
While Schwarzmann is a specialist in aircraft
hangar design and installation, other
businesses specialise in hangar doors for all
sorts of structures. And it is in the Middle East that Jewers installed on hangars built for Calidus – a
Doors has been particularly active in defence technology development and
Bedfordshire-based Jewers Doors recent times. While it has been operating manufacturing company based in Abu
manufactures the Esavian range of in the region for more than two decades Dhabi, which uses the hangars for assembly
aircraft hangar doors as well as industrial now, 2019 was an especially successful and flight preparation of military aircraft.
sliding and folding doors. It has extensive year for the company in that market. For Ben Pritchard, regional sales manager
experience designing and installing hangar example, it installed two sets of Esavian at the Dubai branch of Jewers Doors,
doors in more than 40 countries around sliding hangar doors at Al Ain International informs that the hangars were built in
the world. Offering design, manufacture, Airport in Abu Dhabi last year. response to a recent order placed by
installation, maintenance and repair of the UAE military for 24 new light aircraft
these products, it is headquartered in the The steel-framed, Esavian TYPE 126 and were the first hangars of their type
UK but also has an office in Dubai, where doors it installed are 30m wide by 5.6m that Calidus had built in the UAE. Jewers
it has sales, service and installation teams high. They are are configured in six door Doors worked with Civil Power General
covering the Middle East region. leaves running on three tracks, and are Contracting LLC (CPC) on this project.
22 Airside International | Summer 2020H A N G A R S A N D H A N G A R D O O R S | F E AT U R E
Pritchard notes: “Over the last four all its Esavian doors to meet project- period in the company’s history, so
decades we have installed doors for specific requirements. The size of the exciting times lie ahead,” enthuses
many clients in the Middle East, including opening, climatic conditions, wind Pritchard. Perhaps that success is based
commercial airlines, MROs [maintenance, pressure loadings, architectural features largely on the company’s ability to meet
repair and overhaul businesses] and and so on all are factored into the design. customers’ very unique demands for
FBOs [fixed base operators], military and For instance, its Esavian Plenum Doors hangar doors. He believes that “A quality
royalty.” offer an environmental seal around product is still very much at the forefront
aircraft fuselages. Such doors have been of any client’s thinking, albeit they are also
In fact, he adds: “We are the only fitted to a hangar in Oman converted for looking for value for money.
company in the sliding hangar doors use as a painting hangar – the plenum
market to have a fully-fledged sales feature ensures that the painting process “End users and contractors are
office in the Middle East, offering not has minimal environmental impact. still inclined to work with the most
only manufacture and supply but full experienced companies in the market –
turnkey solutions, including, installation, Also of particular interest, says Pritchard, and this is what sets Jewers Doors apart
commissioning and after-sales service are the company’s highly specialised from the rest of the sliding hangar door
given direct to the customer.” contour doors used to safely seal around market.”
aircraft which do not fully enter a hangar
Elsewhere in the Middle East, Jewers while off-loading cargo or undergoing Plus, the firm is “continually developing its
Doors recently completed a large hangar minor maintenance. Jewers Doors’ doors, and there will be new innovations
project in Oman and also has a number pneumatic contour doors are installed to relating to diagnostics and customers’
of other projects ongoing in the UAE and suit A320, B737, C-17, A400M and Beluga interface in the near future; however,
Qatar. ST/XL aircraft in the UK, France, Germany our priority this year is to design and
and Bulgaria. construct a new headquarters and
Project-specific requirements manufacturing facility in the UK,” he
Jewers Doors designs and manufactures “Jewers Doors is entering the busiest concludes.
Summer 2020 | airsideint.com 23P R O D U C T U P D AT E | S I G I N O N
Siginon invests in further GSE
African handler Siginon Aviation is reaping the benefits of operating new
GSE acquired recently in a multi-million dollar investment
Siginon Aviation is a ground handler
Siginon acting general
active in Kenya, Tanzania and Uganda
manager Jared Oswago
(it forms part of the Siginon Group,
which specialises in end-to-end
logistics and cargo handling). It offers
ground and cargo handling at Jomo
Kenyatta International Airport (JKIA)
and Eldoret International Airport
in Kenya, and is using the newly
acquired GSE to support its expanding
operations in Nairobi.
The new ramp equipment includes
20-ton maindeck high loaders, 7-ton
lower-deck high loaders, pallet
transporters, ground power units
(GPUs), pushbacks, passenger steps,
baggage dollies and conveyor belts.
The units were sourced from
a number of well-known GSE
manufacturers, including TREPEL, JBT,
Houchin (part of ITW GSE), EINSA and
MULAG.
Jared Oswago, Siginon Aviation’s
acting general manager, informs:
“Our goal is to provide our customers
with a ramp service that provides safe, The GSE is mostly brand new and will be It also has regulated agent third-country
secure and excellent turnaround services. fully owned by Siginon Aviation, Oswago validation certification (RA3) from the
Our assurance to our customers is to confirms. Moreover, he adds: “As an European Union, and recently adopted
continuously set high service standards environmentally conscious enterprise, Kale Logistics’ Galaxy web-based air cargo
and sustainable growth.” Siginon Aviation operates equipment that management system.
is aligned to our green agenda.
He tells Airside that the decision to invest
in more GSE was “guided by Siginon’s “Quality and safety were other driving
ambition for growth and service delivery and determining factors in the purchasing “We are currently
as detailed in its corporate strategy for process. All the units have been fitted
the period 2016-2021. with all the necessary safety accessories,
employing the new
including close proximity [sensors] GSE at our Nairobi
“We are currently employing the new that protect an aircraft’s fuselage” from
GSE at our Nairobi station at JKIA and collisions with GSE. station at JKIA”
with solid plans to expand our footprints
to more markets. We are fortunate to Siginon Aviation is IATA Safety Audit for
serve both global and regional airlines as Ground Operators (ISAGO) certified, and
our customers; as such, the equipment is currently meeting the requirements of
will be used to deliver world-class ground different contracts with various regional Jared Oswago,
handling service.” and international freighters. Siginon
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Summer 2020 | airsideint.com 25MANUFACTURERS | TECNOVE BY JOFRAUTO
Tecnove by Jofrauto
targets further growth
A Spanish supplier of GSE is developing its existing portfolio and
looking to add more lines to its offering
Tecnove is a Spanish manufacturer and
systems provider active in a wide range of
industry sectors, including construction,
containers and the manufacturing of
specialised vehicles of all sorts.
With more than 30 years of history in
business, today the company maintains
a total of 11 offices and has sold its
products into more than 60 countries
around the world.
While Tecnove has been manufacturing
equipment – and undertaking
maintenance and repairs – relating to
the ground handling and GSE operations
business throughout the last three
decades, more recently it established
Tecnove by Jofrauto, a specialised
GSE product manufacturing operation
operated in collaboration with Jofrauto,
another Spanish GSE supplier.
The new venture has benefited
from Tecnove’s long background in
manufacturing specialist vehicles,
including GSE-type equipment, notes
Francisco Mellado, Tecnove by Jofrauto’s
technical manager.
Tecnove by Jofrauto’s current product
lines include:
• Full cabin catering vehicles able to
serve A380s. These vehicles can take
a payload of up to 4.5 tonnes and
have a maximum height reach of
8.4m
• Full cabin catering lifts, with a
maximum height of 6m and a payload
of up to 4 tonnes. These catering lifts
have a front platform and can service
aircraft ranging from A319 series
26 Airside International | Summer 2020TECNOVE BY JOFRAUTO | MANUFACTURERS
“We are the only
global manufacturer
that performs all
modifications and
assembly in our
facilities”
Francisco Mellado,
Tecnove by Jofrauto
models to A350s, B747s and B787 trucks. The tanks on these vehicles Specifically in regards to its current
‘Dreamliners’ have a maximum capacity of 3,000 portfolio, “We are the only manufacturer
litres and can be customised for offering 3.5-ton catering high loaders and
• Half cabin catering lifts offering different customer requirements, ambulifts,” he points out.
payloads of up to 4 tonnes and a with options including – for example –
maximum height of 6m. These can rear baskets or automatic hose reels Another key selling point, says Mellado, is
also serve aircraft up to B747 and that “We are the only global manufacturer
B787 size, as well as smaller ATR, • Specialised aircraft interior cleaning that performs all modifications and
Fokker and Embraer types vehicles assembly in our facilities, including for
van chassis, cabin interiors, hydraulic and
• Half cabin mini catering vehicles that Tecnove by Jofrauto is further expanding electrical systems and scissor lift system.
have a maximum payload of 250kg this product portfolio to include other This gives us an advantage in terms of
and a maximum height of 3.4m. These specialised vehicles and equipment, pricing, delivery time and adaptation to
vehicles are suitable for serving including baggage dollies and PRM mini customer needs.”
smaller aircraft such as B727s or Saab vans.
340s For the future, he explains: “We are in the
Its products are in operation at more middle of a research and development
• Ambulifts that can take up to 4.5 than 50 airports in 25 countries across (R&D) investment process that will
tonnes depending on configuration. four continents, and the coverage is see the introduction of new vehicles
Able to take wheelchairs and increasing, Mellado informs. So, what sets for the GSE industry, and are currently
stretchers, the vehicles have stabiliser these items apart from those supplied considering a new 100% electric vehicle
jacks for safe and secure loading and by the business’s competitors? Flexibility, for the second half of 2020.”
unloading of passengers with reduced customisation, after-sales support, the
mobility (PRM) provision of maintenance services and Plus, he adds: “We are launching different
Tecnove by Jofrauto being so customer marketing campaigns to gain presence in
• Water service and lavatory service service-oriented, says Mellado. different regions.”
Summer 2020 | airsideint.com 27You can also read
