PAINTING THE SKY “GREEN” - by Tom Chalmers

IN VOGUE is the all-out competition between aircraft and engine manufacturers to reduce emissions as far as possible in order for aviation to play a greater role than it has been doing in the battle again global warming and all its perceived consequences.

It is popular among the uninitiated public, and indeed many governments, to place most of the blame on global warming at the door of the aviation industry, despite the proven fact that aerospace is near the bottom of the scale of emissions with its contribution to the pollution of the air we breathe poles apart from that of the automotive, power and other industries.

But despite this, all sectors of the aviation industry are striving to reduce even further the already proven low emission rate – in fact, only recently an experimental aircraft was rolled out of its hangar in preparation for its day/night solar/battery-powered maiden flight which is imminent. But it is not only specifically in the area of engines where emissions can be reduced. Even the thickness of the paint in which an aircraft is clad, can be a contributing factor.

The other day I received a press release from a Germany-based paint company, Mankiewicz announcing that Airbus had granted the company’s “ecological” paint the highest approval for use on the Airbus fleet of aircraft.

This follows two years of extensive testing in all conditions. All very well and good, but what really attracted my attention were the figures that were quoted regarding the savings which could be attained by using the Mankiewicz paints. One of the main advantages of these paints was that fewer coats were needed, with the result that the weight penalty was far lower.

Thinner paint layers save weight and consequently fuel. Projected over the years, the airlines will save millions of euros, dollars, pounds, rands or what-have-you. The company claims that each kilogram saved is equivalent to approximately 2 000 euro (about R22 000) less fuel costs per year. Now, that is not “chicken-feed” in anyone’s language. Mankiewicz quotes the case of a Japanese airline which had its aircraft, a Boeing 747- 400, repainted with what the company calls the BC/CC system.

The net saving in weight compared with the previous system used, was approximately 45 kg. That does not sound much but, in fact, it equates over the aircraft’s average annual hours flown to a saving of some 8 400 litres of fuel. Better still, the saving in carbon dioxide which would have been produced by those 8 400 litres, was calculated at 21 tons a year. Small wonder that the airline has named this aircraft the “Green Freighter”.

YOU KNOW WHEN…..

Plucked out of cyber-space by former World Airnews employee, Mornè Booij-Liewes, and sent to us was a list of statements (for the want of a better description) obviously written by some airline wit entitled: You know are you flying in Africa when….”

• Restrictive ICAO regulations regarding the transportation of live animals are resolved by slaughtering the animals with a machete on the ramp.
• The “Go Around” or overshoot possibilities consist of an unpublished terrain gradient leading to a 15 000-foot volcano.
• The two toilets on board which are locked before takeoff, are discovered en route to contain 15 extra passengers.
• The only air-start ground unit available, when connected to an aircraft, belches flames while leaking fuel over its batteries.
• The new fire trucks which have been internationally donated, stand in readiness to take on fuel and water in case there is an emergency.
• In francophone countries, a commendable education is applied. Where conflicting traffic occurs, ATC will deliberately communicate with each aircraft in a different language (to the ones the crews are using) thereby concentrating minds, sharpening language skills and underscoring the need for TCAS.
• In the event of an “AoG” (aircraft on ground), parts for most Russian and pre- 1970 Western aircraft can be purchased conveniently at the local fish and vegetable market. However, they should be checked for fire damage first.
• The two “spare” wheels on a four-wheel bogey, are considered to be optional extras.
• One is only mildly surprised when a destination’s airport’s actual location is two miles from the published coordinates.
• Verifying the clearance given by ATC leads to no enlightenment, so separation is maintained by communication between the two aircraft, cutting ATC out of the loop. This leads to sulking and long delays trying to get ATC to deliver their further clearances.
• And, finally, you know you are flying in Africa when ... a wheel change can take all day, but an aircraft parked overnight can be retrieved in the morning minus fuel, wheels, landing gear, engines, propellers, seats, instruments and radios.