For commercial operators of single-engine turbine aircraft in Europe, it has been a long wait, but SET-IMC is coming. Having agreed in principle to the concept in June last year, the EASA will issue new regulations this year that permit the commercial use of single-engine turboprops and jets in instrument meteorological conditions (SET-IMC or SETOps). For many, this change will be the culmination of a two-decade wait and the means to expand both business and commercial aviation in Europe, but others remain skeptical as to whether its implementation will have any major effect on the market.

On the face of it, the arrival of commercial SET-IMC in Europe promises to fuel the expansion of an underserved area of the air transport market, in particular air-taxi operations and commercial flights serving city pairs that are currently connected only by ground transportation, which is often unreliable and expensive. SET-IMC costs are higher in Europe than in the U.S., for example, but the single-engine aircraft remains cheaper to operate than a twin, although some aver that the benefits are marginal.

What is certain is that single-engine aircraft can operate from runways that twin turboprops cannot, allowing access to more destinations. The cost of fuel is an additional benefit: jet fuel is less expensive than the avgas used by the piston twins that have served this sector. Commercial SETOps also opens up possibilities for special-mission operations such as the use of floatplanes, as well as freight distribution networks. Commercial SETOps also provides an opportunity to introduce a wider audience to the benefits of using business/commercial aviation as a realistic alternative to ground transportation for short-haul journeys.

Commercial SETOps is not, in fact, new to Europe, as a number of operators have been undertaking such activities for some years under special exemptions, among them Hendell Aviation in Finland and Voldirect in France. At present there are 270 Pilatus PC-12s and 250 TBMs flying in Europe on non-commercial operations, with 1,300 airfields available.

Single-engine turboprop operations were pioneered in Canada and have been conducted in the U.S. and elsewhere for two decades, and the figures regarding the value of this sector are compelling. In the U.S. the sector has shown strong growth in recent times, using primarily the Pilatus PC-12, Cessna Caravan and Daher TBM The Pilatus PC-12 alone flies 50,000 departures every quarter, and the safety figures compare well with twin-engine types. There are many types of business model, including fractional, charter and shuttle activities, and the number has grown with the introduction of Uber-style operations.

OEMs have confidence in the wider market for commercial single-engine turbine operations. While the PC-12, Caravan and TBM 900/930 hold the major share, other types have appeared recently, among them the pressurized Cessna Denali, slated to fly next year. This aircraft represents something of a departure as it is to be powered by a new General Electric engine, the Advanced Turboprop (ATP). The good safety reputation of current SET types is built on the reliability and tractability of Pratt & Whitney Canada’s trusty PT6A.

Implementation Issues

Inevitably the introduction of SETOps will bring with it some challenges. Many of the airfields serving this new category of commercial operations will require investment to bring them in line with regulations as they do not have the navaids required for IMC operations. Cat 3 fire and rescue cover is also required. Many of these small regional airfields are already under threat of closure. While SETOps may bring extra business, it is not certain that it would be sufficient to warrant the necessary investment.

Another challenge concerns personnel recruitment. For aircrew the SETOps sector does not offer the attractions of airline work, and it is also difficult to recruit engineers. Training is problematic as there are no simulators available, and OEMs are being encouraged to bolster training support to the sector.

Europe’s weather does not help, and neither does the requirement to plan flights to take into account gliding distances to diversion airfields along the route. There are also other considerations, such as the current rule that takeoff must be planned to consume no more than 60 percent of available runway length. There are plans, however, to extend that to the normal commercial stipulation of 80 percent.

Some industry figures suggest that commercial SETOps will not have the impact that its proponents are hoping for. At the heart of this thinking lies the potential customer’s perceptions of safety and image. Despite the figures, the single-engine aircraft is perceived as being less safe than a twin, while the propeller carries less "ramp appeal" than a jet.

Raising awareness in the business community is a key challenge to overcome the “not safe, not comfortable” issue. Harnessing digital marketing and social media is seen as a crucial element in this effort. Another issue is the cost-saving for the customer. Having half the number of engines does not equate to half the price, particularly in terms of ground handling fees that in most cases would be similar to those for a twin.