Business & Commercial Aviation

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PPILOTILOT RREPORTEPORT Daher TBM 930 New ﬂ agship is the culmination of three decades of enhancements

ALSO IN THIS ISSUE ATC Privatization — Pro and Con The Aviation Guru RJ Freighter Downed in Sweden NextGen Technician Training S&D Team, Tools and Tasks Road Warrior Digital Edition Copyright Notice

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CONTENTS FEBRUARY 2017 Business & Commercial Aviation 49 13 INTELLIGENCE Edited by William Garvey, Keep up with all Jessica A. Salerno, and the news and blogs Molly McMillin from BCA editors Model 505 JetRanger Certi- “like” us on facebook fied by Transport Canada facebook.com/avweekbca and follow us on twitter Wanfeng Aviation Acquires twitter.com/avweekbca 60% of Diamond Aircraft

Textron’s Piston Line Gets Garmin Upgrades

Tamarack Gets STC for Its Ac- tive Winglets for the Cessna CJ Series

For Now Embraer Passes on an Ultra-Long Range Jet

BBA Aviation and Gamm Avia- tion Team in U.S. FEATURES RJ Freighter 36 Downed in Sweden Fast Five With Tallat Captan, Daher’s New Richard N. Aarons Founder & CEO, Air Hollywood 22 TBM 930 Failed IRU key to upset Fred George Garmin G3000 for the NextGen Technician fastest civil single-engine 42 Training turboprop Mike Gamauf A new school opens its doors, offering a fresh DIGITAL EXTRAS 22 start for the future S&D Team, 46 Tools and Tasks Kirby Harrison The not-so-secret professionals who 42 facilitate movement from A to B Tap this icon in articles in the digital edition of BCA for exclusive Aviation Guru DEPARTMENTS features. If you have not 49 James Albright signed up to receive your The disappearing but all- 9 Viewpoint digital subscription, go to ATC Privatization — important uber mentors AviationWeek.com/bcacustomers 30 10 Readers’ Feedback Pro & Con Road Warrior David Esler 38 Accidents in Brief 56 Fred George For the latest Will the airlines take How a small jet operator developments, go to control of ATC in the U.S.? 60 20/Twenty www.bcadigital.com meshed highway and Selected articles from BCA airway SOPs 62 On Duty and The Weekly Products & Services of Business Aviation, 64 as well as breaking news 56 Previews stories and daily news updates 71 Advertisers’ Index 72 BCA 50 Years Ago COVER The cover photo of Daher’s new TBM 930 is courtesy of the manufacturer. 61 BCA MARKETPLACE www.bcadigital.com Business & Commercial Aviation | February 2017 1 50

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THE MUSKOKA REGION IS A CANADIAN JEWEL, A PLACE THICK Oh, and traffic calls will be extra. with forest, pristine lakes, and vacation homes old and new. The latest P3 possibility impacting business aviation came It’s where lucky Ontarians go to water ski, grill, chill and as a total surprise to the Westchester County Airport com- down cold Molsons fresh from The Beer Store. munity. The HPN denizens — along with the county legis- My bride’s family has had a lake cottage there for the bet- lature — learned through news accounts that the county ter part of a century, and we’d invade for at least a week ev- executive had been negotiating a deal whereby an invest- ery August when the kids were, well, kids. It was a welcome ment firm, Oaktree Capital, would take control of the county- escape, but it came at a price. owned facility under a 40-year lease in exchange for a cool The region starts 100 mi. north of Toronto and anyone driv- $140 million. ing from south of Lake Ontario — a region known as the U.S. An Oaktree representative subsequently told a gathering — will necessarily join the Queen Elizabeth Way immediately of concerned Westchester Aviation Association members upon crossing the border. Doing so can that his firm had a history of investing cause a sunny mood to blacken, espe- in transportation infrastructure such cially in a van full of bored, bickering as seaports, rail services and airports, children. [Public-private the latter including San Juan, Puerto You see, on summer weekends the Rico’s Luis Muñoz Marín International QEW is Canada’s version of Wash- partnerships] present and London City until its recent sale. ington’s Beltway and New York’s Van While the county’s motivation to un- Wyck, combined. Traffic doesn’t flow; an inviting load HPN is obvious, the consequences it oozes, when it moves at all. It is why are not. Assurances notwithstanding, Canadians brew Molson. And why they alternative to what will be the impact of a for-profit created the 407. entity upon the busy business aviation Intended to route traffic north of government hub? Toronto, Highway 407 opened around More than a decade ago, Hawthorne 2000 much to my relief. A limited ac- outlay . . . Municipal Airport (HHR), a Los An- cess, multi-lane roadway, it imme- geles reliever, was in a bad way, a fi- diately lowered my stress level and nancial drain on the city and in serious cumulatively shaved hours from my need of investment. A developer was trips north. It does so because the lobbying hard to bulldoze the place highway didn’t seem to have much and build a mall or stadium. However, traffic, a fact I found curious since a save-the-airport movement led by Pat metro Toronto had grown phenomenally since we began our Carey, a local Gulfstream pilot, prevailed. The city ultimately annual visits. arranged a 45-year lease agreement with a local real-estate It turns out that to make the 407 a reality, the provincial concern, which reportedly has worked industriously and in- authorities leased rights to the roadway to a private group vested to revitalize the place. Perhaps indicative of HHR’s and made it a tollway, which the QEW is not. A brother-in-law health, Carey now runs a flight-training outfit there. who goes to the cottage frequently refuses to use the 407 for Self-sustaining airports help to ensure their viability and that reason, and apparently so do many full-time residents. aviation’s overall well-being. Yet there’s a troubling trend Meanwhile, the QEW still regularly transforms into a multi- among public-use airports. Paul Wyatt, my colleague at kilometer parking lot. Ac-U-Kwik, cites FAA stats on the matter. There were 5,858 Such public-private partnerships — aka P3s — are enter- such facilities in 1985 but 5,145 in 2014 — a net loss of 713, or prises with a mixed record. The arrangement can produce 12%. And while I cheer those now building a business airport wonders such as the transcontinental railway system, and put in Williston, North Dakota, it will never offset the loss of a men on the moon. But P3s also brought us Hessian mercenar- facility serving a metro area. ies, Agent Orange and a stillborn American SST. P3s can be the right answer, but all involved need to thor- Most governments are under pressure to fund public ser- oughly vet every contingency. Just 50 mi. northwest of HPN vices and infrastructure maintenance but without increasing is Stewart International Airport. It went private in 2000, taxes. P3s present an inviting alternative to government out- but the operator threw in the towel six years later and relin- lay and the concept is very much in the current conversation. quished control to a public agency at a hefty profit — under- An IFR clearance to HOU? That will be $476. Cash or credit? written by user fees, of course. Care for a Molson? BCA www.bcadigital.com Business & Commercial Aviation | February 2017 9 Readers’ Feedback

An Effective Solution Needed Levitt’s criteria will have been met. As always, you wax eloquently and There is a pent-up demand, eager compellingly, even if it is a tale of winter for an effective solution. The aircraft woe (“Rode Warrior,” Viewpoint, December are available now. Some 5,000 alter- 2016, page 7). native and under-utilized airports Harvard Business School professor are open for business now. Most are Theodore Levitt claimed there were serviced by Part 135 operators seeking only four ways to revitalize an economic new business. I submit that just by downturn: Acquire new users and uses, solving the price puzzle, the demand create new attributes or boost turnover for charter will surge. frequency. General aviation will prosper and General aviation has implemented Total transit time is usually flight time demand for new aircraft will surely none of these. While the world has plus 10 min. on either end. The value follow. And, dare I say, summer’s good changed since the winter came to proposition is matchless: Save time! times will be here again. general aviation a decade ago, the Let me postulate a caveat, and say that Ian Becker industry has contracted like a turtle if charter were priced at airline prices San Diego, California into its shell. I don’t need to tell you that FAR Part 135 fleet utilization has shrunk from an Regular folk are fed up with the sorry offerings average, annual 600 hr. per aircraft, to a paltry 250 hr. Not surprisingly, the of the airlines, the hassles and time waste manufacturers and servicers of these imposed by the TSA and the congestion fine jets have sidelined many of their skilled workers. surrounding the airports. However, the raison d’être for general Ian Becker, San Diego, California aviation remains. NBAA President and CEO Ed Bolen’s theorem is still abso- — not private-jet prices — demand Probably a Visual lutely true: “It takes three days to attend for general aviation’s built-in solutions It’s been quite a while since I’ve flown one meeting via commercial airline. Yet, would surge. At present prices, charter into LaGuardia Airport, so correct me via general aviation, anybody can attend is way beyond the reach of most regular if I’m wrong, but I don’t recall an ILS three meetings in one day!” folk. The real obstacle to mass adoption to Runway 31; there’s not enough room Sadly, as you noted, “rode” trips don’t and renaissance of demand is price. between LGA and JFK. On an ILS to offer the swift solution. Do you realize To reduce the price of charter, the Runway 4 circle to land 31; if you strayed how many of your fellow Americans first necessity is to eliminate all financial too close to JFK, you would be chastised experience the agony you wrote about, risk for the Part 135 charter operator. by approach control. every day? Your terrestrial-bound-trip This can be achieved by using the By the way, I sure do miss Torch column was on point and accurate. Most internet to enable groups to form for Lewis telling it like it is. My dad said of us are stuck between the rock of the the single purpose of chartering a Part always to read his Greenhouse Patter road and the hard place of the airlines. 135 aircraft from their local charter first before you read anything else. The airlines are not a real option for operator. When five or six or seven John Forrester travel less than 400 mi. as they require travelers equally share the total, all- Alexandria City, Alabama an entire day of transit for the 1 hr. of inclusive cost of an appropriate charter Editor’s note: You are quite right and, flight. This is a perverse waste of time aircraft their individual ticket price will upon reflection, the passenger/pilot/ and technology. When it comes to the approximate the airline price. author thinks it was probably a visual. The airlines, including commuters and A corollary of this process is that it view from and approach information in the regionals, there is no such thing as an eliminates the problem of the unsold, cabin was minimal, as stated. And we, too, expedient, quick, easy, short commute. non-revenue, empty seat. Being a miss Torch every day. RIP, J. Sheldon. Yes, the regular folk are fed up with demand-centric sequence, this process the sorry offerings of the airlines, the is more efficient than the legacy process Too Much Control hassles and time waste imposed by the that sells charter by the seat, which then I read “Good Luck” (Viewpoint, January TSA and the congestion surrounding requires yield management to factor in 2017, page 7) and it is easy to see ye the airports. the consequences of empty seats. Hence, are of little faith! The direction of our I believe general aviation is the answer, high prices. federal government over the past eight though it is surely a hibernating giant. As charter becomes more ubiq- years has not been good for Kerrville, Part 135 charter, almost by definition, uitous, the charter operators’ fixed Texas, which now has a lot of empty is by small aircraft that have a passenger costs will be amortized across a stores. Mooney Aircraft had to close count limited to about half-a-dozen. The broader income stream. This, in turn, down and put 600 folks out of work. requested routings are point-to-point. will influence charter prices down. Nobody’s doing well enough to afford

10 Business & Commercial Aviation | February 2017 www.bcadigital.com Fool Me Once . . . . to buy a Mooney airplane. The Chinese took over the company I read your article on “Normalization of and now are trying to make two Deviance” (January 2017) and found a airplanes a month. Trouble is, the FAA few interesting items that I would like to still has not certified the New Mooney comment on. after more than a year! There’s too The article states that the crew much regulation to deal with. That holds “. . . had even passed their Stage Two down business. International Standard for Business I flew for Petroleum Helicopters, but Aircraft Operations (IS-BAO) safety most of the offshore work was shut down management system (SMS) certification. by the government. I returned here to So, they were able to fool their instructors fly as a production test pilot for Mooney add or maintain redundant Ku-band and auditors, and that served to reinforce for three years, but with the continued connectivity. the behavior as normal.” downturn, I took a job flying a Cessna According to ViaSat, the new shipset So tell me, what good are the IS-BAO 337 for a Miller Beer distributor. is “future-proofed,” with forward audits and certifications? It seems like I believe President Donald Trump will and backward compatibility across a large waste of time and money if the make a big improvement over the way things have been. More flying folks here I know many flight departments that are having some are adding ADS-B Out on small planes and we see more general aviation flying. heartburn over the SMS program and your article points And private companies just might do better than our government in fixing out very well the pitfalls of the whole SMS system. our infrastructure. I sure hope so. Mark Lakula Elmhurst, Illinois Too much government control of the people and business has not been good the ViaSat network, from connecting auditors can be “fooled” and you can for the U.S. to today’s ViaSat-1 class satellites operate any way that you want. I know Robert William Grebe II to ViaSat’s imminent ViaSat-2 and of a flight department that has had four ATP, CFI Fixed and Rotary Wing upcoming ViaSat-3 platforms. incidents/accidents in a one and a half Kerrville, Texas The company’s Ka-band service plans year period but is Stage II certified. I enable users to experience peak data asked our auditor, “If there are two flight Clarifications rates up to 16 Mbps on all plans for office- departments, one has never had an in-the-sky applications, including high- accident or incident but doesn’t have the Editor’s note: ViaSat was inadvertently definition videoconferencing, streaming best IS-BAO paperwork and the other omitted from our IFEC Special Report in movies, music or other entertainment. has had all these incidents but does their the December 2016 issue. For that we Operators can obtain up to 100 GB per paperwork perfectly, which one is the apologize. A summary of its products and month — among the highest committed better department?” He stated that the services follow. information rates in the industry. one with the perfect paperwork. ViaSat’s four new service plans offer Our company is Stage II certified, but Carlsbad, California-based ViaSat’s 30-, 40-, 60- and 100-GB throughput, the whole SMS system concerns me. Is Ka-band latest satcom shipset, the Global ranging in cost from $6,995 per month to it making us safer? Can it be simplified Aero Terminal 5510, which includes $24,995 per month for new service users. to make the paperwork burden easier? ViaSat’s airborne antenna, an integrated The new shipset is available to early If the auditors can be “fooled” what is modem and an advanced power supply, access customers beginning in Q2 the point of the audit? I know of many will be available in mid-2017, along with 2017, with full production available in flight departments that are having some service pricing options. The terminal will the second half of the year. All service heartburn over the SMS program and enable business aviation users to obtain plans will be available through ViaSat’s your article points out very well the the highest speed internet access across Ka-band Value Added Resellers. Plans pitfalls of the whole SMS system. the U.S., transatlantic and European coincide with the mid-2017 shipset avail- Capt. Mark Zakula air routes by connecting to ViaSat’s ability, with best available introductory Director of Training and Global Compliance global Ka-band network and satellite pricing available through 2018. The Duchossois Group platforms. ViaSat is partnered with Boeing Elmhurst, Illinois ViaSat reports its business aviation to build the company’s first ViaSat-2 system is capable of delivering more geostationary satellite, slated for a Q1 If you would like to submit a comment on than five times faster service than any 2017 launch. an article in BCA, or voice your opinion on other competing business aviation Meanwhile, the two companies an aviation related topic, send an email to inflight Wi-Fi system. The new antenna completed a Preliminary Design Review [email protected] requires only one slot in an aircraft’s for the first two ViaSat-3 class satellites or [email protected] radome, which enables operators to on Nov. 16, 2016. www.bcadigital.com Business & Commercial Aviation | February 2017 11 rolls-royce.com

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Trusted to deliver excellence. EditEd by William Garvey, Jessica a. salerno and molly mcmillin [email protected] [email protected] inTelligence [email protected] News / ANAlysis / TreNds / issues ▶ Tamarack aerospace has received an FAA Supplemental Type Certificate for its Jet-A and Avgas active winglet system for the Cessna CJ series jets. The validation follows STC approval from the Per Gallon Fuel Prices European Aviation Safety Agency (EASA) in 2015. With the authorizations, Tamarack is approved to install its winglets system on the Cessna CJ, CJ1, CJ1+ and M2 in the U.S. and Europe. Accord- January 2017 ing to Tamarack, its winglets give the aircraft increased range, higher initial altitudes, faster Jet-A climbs, 12%-16% higher single-engine Region High Low Average climb gradients, better hot-and-high Eastern $8.09 $4.10 $5.66 performance and increased stability. Tamarack’s Winglet system incorporates New England $7.09 $3.43 $4.72 a wingtip extension, a winglet and load Great Lakes $7.92 $3.08 $5.14 alleviation technology. The former two elements increase the wing’s aspect ratio and efficiency, Central $7.63 $2.42 $4.26 which improves performance and saves fuel, while the third element counteracts and alleviates gust and maneuver loads eliminating the need for wing structural reinforcement, saving weight and Southern $8.14 $3.49 $5.56 installation time. Nick Guida, Tamarack CEO, said, “We have a long list of orders and our customers Southwest $8.33 $2.90 $4.89 are actively working with our partner, Cessna, on scheduling installs. With the STC behind us, we NW Mountain $7.07 $2.90 $4.77 expect a significant number of new orders from customers who have waited for certification.” The Sandpoint, Idaho company has additional airframe programs under development. Western Pacific $7.53 $3.57 $5.28 Nationwide $7.72 $3.24 $5.03 ▶ WiTh more Than 400 leTTers of inTenT (loi) in hand for its new Model 505 Jet Ranger X, Bell Helicopter is working fast to convert those into purchase orders, after the five- seater was awarded type certification by Transport Canada in late December. The light helicopter Avgas is manufactured at Bell’s Mirabel plant near Montreal. The Textron subsidiary plans to deliver 50 Region High Low Average of the new model in 2017 and reach a build rate of 150 aircraft per year by 2018. Some LoIs have Eastern $8.62 $4.60 $6.38 already been converted and Bell plans to begin deliveries from its Mirabel plant near Montreal to Canadian customers in early 2017, President New England $7.45 $4.40 $5.58 and CEO Mitch Snyder says. “We have been Great Lakes $9.26 $4.10 $5.92 working with our suppliers including Garmin and Central $7.72 $3.99 $5.30 Safran Helicopter Engines to support that rate,” said Bell President and CEO Mitch Snyder. The Southern $8.70 $3.75 $5.87 505 is powered by a U.S.-built Safran Arriel 2R turboshaft and a Garmin G1000H flight deck. Al- Southwest $6.94 $3.35 $5.30 though the commercial helicopter market has slowed significantly, Snyder says there has been “a NW Mountain $8.43 $4.49 $5.70 great response” to the 505. With a base price of about $1 million, the helicopter is “competitively priced” against its main rival, the Robinson R66, he says. Demand is global and from a range of Western Pacific $8.57 $4.45 $6.32 customers from private owners to training schools. Bell is now certifying kits including dual controls, Nationwide $8.21 $4.14 $5.80 air conditioning and synthetic vision displays. First flown on November 11, 2014, the Model 505 has a cruise speed of 125 kt., range of 340 nm and useful load of 1,470 lb. The tables above show results of a fuel price survey of U.S. fuel suppliers performed in January 2017. This survey was conducted by Aviation Research ▶ iT looks like The gap in embraer’s business jeT lineup — that is, an entry Group/U.S. and reflects prices reported from in the ultra-long-range category — won’t be filled any time soon. Speaking to an editorial round over 200 FBOs located within the 48 contiguous table of Aviation Week Network editors in Washington in United States. Prices are full retail and include all December, Paulo Cesar de Souza e Silva, president and taxes and fees. CEO of the Brazilian aircraft maker, said a recent assess- For additional information, contact Aviation Research/U.S. Inc. at (513) 852-5110 ment of the marketplace revealed that the Legacy 450 or on the Internet at and 500 “can cover 98.5% of the business jet missions www.aviationresearch.com in the world. So, he asked rhetorically, “Do we need longer range?” To which he answered, “Maybe not.” He For the latest news continued, “I don’t think we could afford to invest in a new product for the ultra-long range. That and information, go to segment was resilient after the market crisis in 2008, but now it’s coming down quite sharply, and aviationweek.com/bcadigital.com it’s crowded. So we believe we can cover the bulk of the market with the Legacy 450/500. Maybe later a super-midsize would make sense to replace the Legacy 650, but not immediately.”

www.bcadigital.com Business & Commercial Aviation | February 2017 13 IntellIgence

piper m600 earns ▶ canada-based Wanfeng avIatIon, part of China’s Wanfeng group of companies, canadian certification has acquired a 60% interest in Diamond Aircraft Industries. The investment will fund expanded production, sales and service globally and strengthen the company’s focus on the U.S. market. As part of the investment, Diamond Canada has acquired the rights to the DA62, Diamond’s largest aircraft, and the DA40 program from Dia- mond Austria. The transaction also includes the D-Jet Corp. The future of the composite single-engine jet and possible derivative aircraft are subject to ongoing review, the company said. The D-Jet program was put on hold in 2014. Diamond Aircraft Industries GmbH will remain independent and the leadership and key personnel in Diamond Austria are not affected by the Piper Aircraft has received a type transaction, it said. Frank Chen of the Wanfeng group of companies, was appointed chairman, certifcate for its single-engine M600 while Peter Maurer will continue as CEO of Diamond Canada. The aircraft will continue to be from Transport Canada. The award branded as Diamond Aircraft. Diamond Austria will continue to produce the DA 42. allows Piper to deliver the aircraft into the Canadian market. The company ▶ UK-based bba avIatIon and gama avIatIon have joined their U.S. aircraft has received “quite a bit of interest” management and charter businesses, with a combined fleet of 200 aircraft. The combined from Canadian owners and operators for the aircraft, which is equipped entity will be called Gama Aviation Signature Aircraft Management. The agreement closed with the Garmin G3000 avionics, be- Jan. 1., expands Gama and BBA Aviation’s presence in the U.S. and provides each company cause of its expanded range, payload with a full national presence. Gama Aviation’s business is concentrated on the East Coast, while and speed, the company said. Avia- BBA’s business is predominantly on the West Coast. The merger is expected to save $2 million tion Unlimited is Piper’s exclusive in- over two years. In 2015, BBA Aviation posted profit before tax of $5.5 million for its U.S. aircraft dependent dealer in Canada. It plans management and charter businesses, while GAMA posted a $4.3 million profit before taxes to deliver its frst M600 soon. for its respective U.S. businesses. In February 2016, BBA Aviation acquired Landmark Aviation and its aircraft maintenance and charter services business for $2.065 billion. BBA Aviation CEO Simon Pryce said, “We look forward to working with our partners at Gama Aviation to develop and grow the company in the years ahead.” Gama CEO Marwan Khalek said, “The combination diversifies our customer base and extends our network coverage nationally while simplifying the constant aviation adds more financial arrangements with our U.S. partners.” The businesses will be supported by Gama’s line aog mobile teams maintenance support and BBA’s Signature Flight Support’s FBO network, although those businesses are not part of the transaction. BBA Aviation and Gama aviation each have a 24.5% Constant Aviation has expanded its shareholding of the enlarged entity. The remaining 51% equity interest is owned by a small aircraft-on-the-ground mobile team number of individual U.S. shareholders, including key operational management. coverage in the central U.S. region with the addition of Denver and Rife, ▶ trIUmph aerostrUctUres has InItIated lItIgatIon against Bombardier Colorado. With peak ski season, the to recover $340 million in additional development costs incurred by a redesign of the Global timing is good, the company said. 7000’s wing. In response, Bombardier planned to sue Triumph for losses resulting from the The expansion marks the company’s program’s two-year delay. Triumph maintains that Bombardier directed changes to the original 19th AOG support team in the conti- wing requirements and caused “delays, disruptions, acceleration and interference in connec- nental U.S., following additions in Na- tion with its contract.” The charges were filed with the Securities and Exchange Commission. ples and West Palm Beach, Florida. “After spending months working with Bombardier leadership to reach an agreement, we have come to an impasse,” says parent company Triumph Group in a statement. “Triumph Aerostructures seeks fair and reasonable compensation for work performed.” The companies are continuing to work together. “Despite the lawsuit, Triumph and Bombardier remain focused on completing certification activities and working to build wings to support the program,” Bombardier says. For its part Triumph says it “continues to support the Global 7000 program and to seek a resolution of its disputes.” The Global 7000 made its first flight on Nov. 4, 2016, and another three flight-test aircraft are in final assembly. Entry into service is expected next year, Bombardier reports, adding “and this dispute does not impact our ability to do so.”

14 Business & Commercial Aviation | February 2017 www.bcadigital.com ▶ TexTron AviATion is incorporATing gArmin’s upgraded G1000 NXi inte- Astronics enhanced vision grated flight deck into its piston product line, including the Cessna Skyhawk 172, Skylane 182, system earns certification Turbo Stationair HDT206, Beechcraft Bonanza G36 and the Beechcraft Baron G58. In addition, the FAA has approved a Supplemental Type Certificate for integration of the system into in the King Air 200; approval for installation in the King Air 300/350 aircraft models is imminent. Tex- tron says its company-owned service centers will be equipped to retrofit for the King Airs with the new G1000 NXi. Weight savings of 250 lb. or more could result. The G1000 NXi features increased processing power for faster map rendering and smoother panning through the displays. It includes wireless aviation database updates using Garmin Flight Stream, enhanced situational awareness with SurfaceWatch, visual approaches, map overlay, standard ADS-B “in” and “out,” Astronics Max-Viz, a division of As- the ability to view IFR and VFR charts on the moving map, animated Sirius XM weather and other tronics Corp., was awarded certifca- features. According to Garmin, it also supports features such as advanced Doppler and Nexrad tion for its Max-Viz 1200 Enhanced weather radar, display of sectional charts, a preview and activation of departure and arrival Vision System for fxed and rotor wing procedures, among other features. aircraft. The system detects differences in heat of objects and terrain ▶ DAssAulT AviATion neTTeD orDers for jusT 21 Falcons in 2016, further in the aircraft’s environment, which confirming a sluggish business jet market. In numbers released Jan. 5, the French airframer said produces a real-time picture of the 33 Falcons had been ordered during the past year, but the net tally was weaker due to the surroundings in the absence of visible cancellation of a dozen Falcon 5X jets. That program is suffer- light, the company said. That enables ing an almost-three-year delay due to technical issues with its pilots to see when fying in smoke, Safran Silvercrest engine. Regarding the low Falcon sales, Das- haze or light fog day or night. The sys- sault said, “the weakness of the order intake reflects a difficult tem has been certifed to DO-160G business jets market.” Meanwhile, the company delivered 49 standards by the Radio Technical Falcons in the year just ended. By contrast, the French plane- Commission for Aeronautics. maker took in orders for 36 Rafale fighter jets. The Rafale orders are those from a contract with India, signed in September. Its backlogs at year-end were for 110 Rafales and 63 Falcons. Airflyte now retrix mro ▶ AusTro engine gmbH, A Division of Diamond Aircraft Group, has reached 1 million flight hours for its AE300 jet fuel aviation engine. More than 1,500 engines have been delivered for operation since the beginning of serial production in 2008. The four-cylinder, 2-liter piston engine burns Jet A or diesel fuel to produce 170 hp. The manufacturer reports the engine has 45% lower fuel burn than conventional piston aircraft engines running on aviation gas, produces less exhaust emissions and is silent. The engine is produced at the company’s factory in Wiener Neustadt, Austria.

▶ on jAn. 10, THe u.s. supreme courT declined to hear a case involving Flytenow, an online flight sharing service that wanted the high court to overturn lower court decisions that AirFlyte has changed its name to Rec- supported FAA’s prohibition of the activity. The agency maintained that such a service violated trix MRO, the company announced. common carriage requirements. The high court’s decision upholds FAA’s safety assessment The rebranding is from the 2013 ac- that pilots who offer to transport the general public for money are required to have additional quisition of AirFlyte by Rectrix. The name change refects the company’s flight experience and safety training. The National Air Transportation Association welcomed the corporate maintenance, repair and court’s denial, with President Martin H. Hiller commenting “The Flytenow application is nothing overhaul services and presents a more than old wine in a new bottle. As the lower courts demonstrated, neither internet freedom united brand to customers, it said. nor the expansion of the share-economy are at risk. Consistent with previous attempts to offer Rectrix MRO is an FAA Part 145. the same service using telephone-based technology, the FAA determined the Flytenow service Repair stations are located at West- establishes private pilots as common carriers and therefore requires additional safety certifica- feld-Barnes Regional Airport, Mas- tions for both the pilots and their aircraft.” He said Flytenow representatives might now try to lobby sachusetts; Sarasota-Bradenton the Congress to create an exemption for such web services, but maintained that “It is simply not International Airport, Florida; and acceptable to allow the general public to ‘ride-share’ with private pilots who have potentially little Worcester Regional Airport, Massa- flight time or training for challenging weather conditions. NATA will continue to educate lawmak- chusetts. ers on the Flytenow model and the risks it poses to the safety and security of the flying public.” www.bcadigital.com Business & Commercial Aviation | February 2017 15 inTelliGenCe

Bombardier Delivers CRJ200 ▶ The FAA hAS iSSueD new RuleS that make it easier and cheaper for general avia- to Gulf & Caribbean Cargo tion pilots to gain required medical certifications to fly. Starting May 1, recreational general aviation pilots flying aircraft that weigh less than 6,000 lb. and carry no more than five passengers can use BasicMed as an alternative process to the traditional third-class medical. The latter requires pilots older than 40 to obtain a medical evaluation from an FAA aviation medical examiner every two years, or every five years for pilots under 40. Under BasicMed, pilots with a driver’s license who successfully passed a third-class medical in the past 10 years can take an FAA-provided online Bombardier Commercial Aircraft has course on medical issues every two years, delivered its frst CRJ200 Special and visit a state-certified physician once Freighter to Gulf & Caribbean Cargo, every four years for a checkup. The checkup its launch customer. The company will be based on a four-page, FAA-provided does business as IFL Group in Wa- checklist that will include health information terford, Michigan. The jets are con- volunteered by the pilot and an examination verted from the passenger version by by the doctor. The pilot has to keep a copy of the signed-off checklist as a logbook item; the Aeronautical Engineers of Miami, a physician does not have to file any paperwork. Student pilots will have to obtain a traditional Bombardier-licensed third party Sup- third-class medical to opt into BasicMed. The reform does not affect second- and first-class plemental Type Certifcate provider. medicals, which are required for paid piloting positions in the air taxi and airline industries. The design includes a 94-in.-by-77-in. However, an exemption that previously allowed flight instructors with a third-class medical to cargo door, eight pallet positions and earn revenue will also apply to the BasicMed program. The Aircraft Owners and Pilots Associ- holds up to 14,840 lb. The CRJ 100 ation (AOPA) and Experimental Aircraft Association (EAA), with support from aviation-friendly and 200 operator base has grown lawmakers, have for several years pressed Congress to simplify the medical certification by about 120% over the past eight process. “BasicMed is the best thing to happen to general aviation in decades,” AOPA or nine years, the company said. President and CEO Mark Baker said. However, the Aerospace Medical Association (AMA), an Bombardier has received commit- advocacy group for the aerospace medical field, has fought the development for years, call- ments for 45 aircraft conversions to ing the reform “not in the best interest of our nation’s safety, nor indeed our nation’s pilots.” date from a variety of operators and expects to convert more than 100 air- ▶ craft over the life of the program. The FAA iS pROpOSinG A DOzen new hiGh-AlTiTuDe JeT routes along the U.S. East Coast as part of a modernization strategy to replace legacy ground-referenced routes with GPS-supported, performance-based navigation (PBN) routes. Called the Atlan- tic Coast Route Project (ACRP), the effort is the first phase of agency’s plan to deploy new and more efficient PBN routes across the U.S. in five stages, starting with the East Coast. The so-called “Q-Routes,” which typically require Required Navigation Performance (RNP) FlightServ Opens 2, are more precise than the legacy high-altitude jet routes (J-Routes) that are based on the FAA’s network of VOR ground stations. An aircraft with RNP 2 capability can maintain its at Trenton-Mercer Airport position to 4 nm on either side of a route. The proposed new Q-Routes are primarily north- south, extending from New England to Southern FlightServ, an independent fxed Florida and linking to the Caribbean. “The East- base operation, opened Jan. 1 at the ern Seaboard is an area containing heavily trav- Trenton-Mercer Airport in New Jersey. eled and constricted airspace,” the FAA said in The FBO was founded by a team from the proposed rules. Over time, the FAA plans to its sister company, Aviation Charters. reduce the number of VORs and correspondingly The company will provide fuel, con- phase out the high-altitude airways linked to those tract fuel, ground power units, free stations in lieu of PBN routes. Benefits of the Q- Wi-Fi, crew lounge, concierge and Routes, of which more than 100 already exist in the U.S., include the ability to have parallel other services. routes separated by only 8 nm; higher throughput per air traffic control sector; and with fewer waypoints along a route a corresponding reduction in the number of “choke points” in the National Airspace System. The new routes in the proposed rule are part of ACRP Phase 1, which focuses on the northeastern U.S. and airspace that is controlled by the Air Route Traffic Control Centers in Boston and New York. In Phase 2, the FAA will deploy new routes south of the New York ARTCC’s airspace to the Caribbean area through separate rulemaking.

16 Business & Commercial Aviation | February 2017 www.bcadigital.com EmbraerExecutiveJets.com/unconventional IntellIgence

Air methods Adds ▶ In December, FAA IssueD its final rule on the new Part 23 which is intended to Airbus 145 helicopters reduce the time and cost to certificate aircraft under 19,000 lb. It does this by replacing outdated and prescriptive airworthiness rules with industry consensus standards that can evolve with technology. The European Aviation Safety Agency is in the process of rewriting its CS-23 rule for small airplanes and other authorities are expected to follow suit. With the U.S. Congress gaining praise for putting pressure on the FAA to act, the new rule has been greeted enthusi- astically by a general aviation manufacturing community that has seen many projects founder on the cost and complexity of certification. But the real excitement goes with looking to future technologies that could revitalize — and potentially revolutionize — an industry sector that has struggled in recent years. From its recent peak of almost 2,800 aircraft in 2006, shipments of Air Methods Corp. has acquired three Airbus H145 helicopters for hospital- piston aircraft fell below 900 in 2011 and will barely have exceeded 1,000 in 2016. The industry based air medical transport. The air- hopes advances such as electric propulsion and safety improvements will boost demand. To craft will replace older aircraft now in better keep pace with technology, certification procedures had to change, and the new Part 23 service. St. Louis Children’s Hospital allows manufacturers to demonstrate meeting airworthiness requirements using industry-devel- will receive two of the aircraft, while oped consensus standards. The goal is for standards to be agreed upon far more quickly than Virginia Commonwealth University regulations can be changed, allowing the industry to keep up with technology advances. GAMA Health System will receive one. Air President and CEO Pete Bunce, president and CEO of the General Aviation Manufacturers Methods will own and operate the air- Association said the new rule “is nothing less than a total rethinking of how our industry craft for both hospitals. Completion can bring new models of pistons, diesels, turboprops, light jets, and new electric and hybrid will include interiors that will seat up propulsion airplanes to market, as well as facilitating safety-enhancing modifications and to four attendants. upgrades to the existing fleet.” He says the rewritten rule will reduce the time, cost, and risk involved in certification, “while improving safety for customers.”

JetsuiteX Adds Flights from ▶ PIPer AIrcrAFt hAs tAken A FIrm orDer For 50 PIPer Archer single- santa monica engine aircraft from China Air Shuttle, its dealer in China said. Deliveries are scheduled to begin in the second quarter of 2017. The aircraft will be built and certificated at Piper’s factory JetSuiteX has begun selling seats for in Vero Beach, Florida, and shipped to China for reassembly by China Air Shuttle’s affiliate in charter service to and from Santa Rizhao, Shandong Province, Piper said. The facilities in Rizhao will become a delivery center for Monica, California. Flights begin Feb. reassembly, training, maintenance and product support for Chinese customers. China Air, the 6 to Las Vegas, San Jose and San approved Piper dealer, will distribute the aircraft to flight schools and general aviation Diego County. companies in the region. Ruixiang Flight Academy bought two Piper Seminole twin-engine JetSuite, par- aircraft in mid-2016, and oper- ent to JetSui- ates the trainer in its ab initio teX, recently flight training program. The Ar- announced cher and Seminole share many an investment common parts, Ruixiang Flight from JetBlue. Academy Chairman Zhang Liguo Fares for the said. Nearly 80% of the parts are new routes interchangeable, which means start at $29 lower operating costs and higher each way. Jet- efficiencies, he said. In addition, SuiteX will of- the low wing configuration of fer four weekly both models is beneficial because it offers more wind stability. “These factors were the primary fights between San Diego County reasons that we selected the Piper Archer as the single-engine trainer, and make both aircraft and the Bay Area with a stopover in highly marketable to a flight school,” Liguo said. More than 45 Piper Seminoles have been sold Santa Monica. It will also connect to Chinese flight training schools. “We are pleased that the Archer will now also be used in flight Santa Monica Airport with Las Vegas McCarran International Airport begin- training academies throughout China,” said Jeremy Prost, Piper’s Asia sales manager. A high ning Feb. 10. demand for pilots, the Civil Aviation Authority of China’s move to accommodate general aviation, and infrastructure improvements have spurred the establishment of new flight schools and general aviation companies in China, said Chen Li, chairman of China Air Shuttle, which incorporated in 2015. Piper has almost 150 trainers on order, the company said.

18 Business & Commercial Aviation | February 2017 www.bcadigital.com ▶ ItalIan helIcopter maker leonardo-FInmeccanIca is finding eager 328 support, duncan partner buyers among the Chinese. The company reports that it has sold more than 180 helicopter of on challenger 604 completion various types to operators there -- most recently signing a deal in December for an additional 30 emergency medical service (EMS) machines. The buyer, Sino-US International Helicopter Investment, had earlier in the year signed for 25 AW119Kx helicopters, which according to Leonardo, paved the way for the largest EMS helicopter program in the country. Sino-US has so far placed orders for over 80 helicopters comprising AW119Kx, GrandNew, AW169, AW139 and AW189 models. The latest group of EMS helicop- I328 Support Services GmbH and ters, comprising AW139 and AW169 models, are to be delivered this year. They will be operated Duncan Aviation have partnered to by KingWing General Aviation. Established in 2006, Shanghai Kingwing has the largest rotary deliver and certify a full cabin com- wing fleet in country and has signed air ambulance agreements with a series of hospitals and pletion on a Bombardier Challenger emergency centers in eight provinces and plans to expand operations throughout the country. 604. The aircraft is Finnish registered. 328 Support Services verifed ▶ cIrrus aIrcraFt has launched the G6, the latest upgrade of its SR series of all the engineering data involved and certifcation of the modifcation single-engine piston aircraft. The new models feature Garmin’s Cirrus Perspective+ flight deck, with a new European Aviation Safety “inspired” by Garmin’s just announced G1000 NXi integrated platform and Cirrus-designed Agency (EASA) Part 21 Minor Change wingtips. In addition, the SR20 gets an engine upgrade; it is powered by a 215-hp Lycoming IO- Approval. Duncan Aviation performed 390, allowing the aircraft to fly longer missions and have an increased useful load, the company the production, installation and said. “G6 is the result of the most innovative, capable and feature-rich set of upgrades we have testing at its facility in Battle Creek, ever applied to the entire SR product line,” said Todd Sim- Michigan. The project includes a new mons, Cirrus president of customer experience. The Garmin interior design for the cabin, with new Perspective+ flight deck’s processing is 10-times-faster carpet, fight deck crew seats, entry than that of the previous Cirrus Perspective panel, and fea- jump seat, new upholstery for cabin tures animated datalink weather, SurfaceWatch safety pro- and conference seating, and other tection, payload management, and visual approach capabilities, wireless database uploads upgrades. among other improvements. The keyboard controller includes a qwerty interface, which allows for a transition from smartphone, tablet or laptop to the aircraft. Cirrus worked with Whelen Engineering to develop the Cirrus Spectra wingtip, which incorporates LED lighting for two times lifeport earns Faa approval for better visibility on landings, the company said. Pricing for the G6 versions of the Cirrus lineup is patient loading system set at $389,900 for the SR20, $539,900 for the SR22 and $639,900 for the SR22T. LifePort, a Sikorsky company, has re- ▶ IndIcatIve oF the communIty’s GrowInG Importance to the country, ceived FAA airworthiness certifcation business aircraft operators have joined together to form the Beijing Business Aviation Asso- for its Patient Loading Utility System ciation (BBAA). The national organization has as a goal to serve the development needs of the (PLUS) for Pilatus PC-12/47 and PC- community in China and promote itself internationally. The organization held its first member- 12/47E aircraft. The STC includes an incubator con- ship meeting on Dec. 20 at the China World Center in Beijing and elected its inaugural board of fguration with a directors, with Zhang Peng, the chairman of Deer Jet Co. Ltd., appointed as BBAA’s president utility sled, oxy- and Wang FuHou, the president of Minsheng Financial’s Aircraft Leasing, named vice president. gen shroud and ▶ mounting plates the lenexa, kansas-based FractIonal aIrcraFt provider moved into for an incubator hangar and office space at Col. James Jabara Airport in northeast Wichita from its previous dual composite facility at Wichita Dwight D. Eisenhower National Airport in west Wichita. The larger site includes oxygen bottle two hangars totaling 27,000 sq. ft. plus 7,000 sq. ft. of office space and employs 25. Execu- confguration to tive AirShare will serve as an authorized service center for Embraer business aircraft at the new reduce weight location. It operates Embraer Phenom 100 and Phenom 300 aircraft in its fleet. The expansion and increase is a commitment to the market, company officials say. With the move, the company will be capacity. The system is composed of closer to customers. Jabara Airport is Wichita’s main executive and business aviation airport. three elements: a base unit, loading Jabara Airport is convenient for recruiting trips, said Gregg Marshall, Wichita State University system and AeroSled stretcher. men’s basketball coach. www.bcadigital.com Business & Commercial Aviation | February 2017 19 FAST FIVE IntervIew by William Garvey

Questions for Talaat Captan You have fervor for all things aviation. What’s the genesis and how have you 1 responded? Captan: As a child I saw a Swissair DC-10 taking off for the first time from Beirut Airport, and the sight took my heart away. Much later I took a couple of flying lessons at Palomar Airport but quickly discovered that much of piloting is, frankly, boring. You sit there waiting for something to happen. But I’m the type of guy who wants to do something, to make things happen. That said, I love to travel and have flown around the world many times. The walls in my office are covered with my boarding passes. When at an airport or in an airplane, I’m alert to everything. I love listening to ATC. Building on that, I made the feature “Ground Control” in 1998 star- Talaat Captan ring Kiefer Sutherland. It was really well done and so technically accurate, Korean Air Lines used it to teach its pilots how to communicate with ATC. However, the dif- Founder & CEO ficulty I had dealing with LAX — which ultimately rescinded my permit because they Air Hollywood didn’t like the script — and shooting inside an airliner convinced me that the movie Los Angeles, California industry needed a studio dedicated to aviation. That’s when I began Air Hollywood. Were you right? After civil war erupted in 1975, 2 17-year-old Captan decided Captan: Not initially. The business started slowly. But six months after our open house, 9/11 happened and immediately it became impossible to film inside an to leave his native Lebanon airport or an airplane. Period. Just like that, we became the place to go, and we’re and seek his future elsewhere. so good at what we do, we remain so 16 years later. Once granted entry to the U.S., he quickly settled in What’s Air Hollywood’s shooting record? California where he attended 3 Captan: We’ve served hundreds of clients, from big-budget feature films to low- Palomar College. Invited by budget student films and everything in between, including TV commercials, music a college friend to assist in videos and magazine and advertising photo shoots. We have worked with every his distribution of VHS and major studio and production company in Hollywood and served productions from Betamax films in 1980, he New York to Hawaii to Tokyo. Some of the feature films you’d recognize include did so until another distributor “Bridesmaids,” “Charlie Wilson’s War” and “The Wolf of Wall Street” to name a few. offered him a job selling films For TV, we’ve hosted the cast and crew of “Pretty Little Liars,” “Supergirl,” “Twin Peaks,” “Lost” and “Castle,” and many others. One entire “Grey’s Anatomy” episode internationally. Even though was filmed here. “they kept giving me movies nobody wanted,” he analyzed Do you have fake terminals and runways and such? the tastes and expectations of 4 Captan: We have real buildings — warehouses, actually — with airplanes inside, his clientele and “was able to including cabins and flight decks of a 747, 767, 737 and MD-80. We also have sell.” That success prompted several GIIIs and one GIV and a Learjet, all on 53-ft.-long trailers that we deliver to him to launch his own distri- shooting sites. Our props include ticket counters, gate areas, TSA X-ray machines bution company and later to and security lines, along with all the signage you see at airports. Plus we’ve got make films as a producer and uniforms, food carts, lavatories, evacuation cards, barf bags — you name it. We director. Ultimately, he made can create inflight turbulence, lightning, systems failures and PA announcements. 22 features and says, “Every The only thing we don’t have is flight itself. And none of our aircraft hardware will ever fly again. one I made was a success.” It was while producing a film in Is your pretend world now complete? 1998 that he came up with a 5 Captan: Hardly. We’ve added a studio in Atlanta and are planning others in New business idea that combined York and Dubai. Our hugely popular “Pan Am Experience” in which flight attendants two of his passions: aviation serve diners a 1970-vintage, first-class meal and conduct a fashion show aboard and the movies. our 747 is so popular that we plan to expand to New York or Las Vegas within a year. Our craftsmen now turn aircraft parts into furniture that we sell. And we use TAP Here in the digital edition our facilities to help kids with autism, service dogs and fearful fliers adjust to and of BCA to hear more from accept the aviation environment. I hope to help deaf travelers as well. That’s a this interview or go to lot and there’s nothing pretend about any of it. I guess that’s why I was born a aviationweek.com/fastfive “captan.” BCA

20 Business & Commercial Aviation | February 2017 www.bcadigital.com Time’s running out. We’re ready for ADS-B Out. Are22019 you?019

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line that function as a virtual copilot. In- cluded are electronic stability and pro- Daher’s New tection modes, angle of attack (AOA) indication, underspeed and overspeed protection, automatic emergency descent mode and autopilot coupled go- TBM 930 around/missed approach guidance. The TBM 930 is priced about $200,000 higher than the TBM 900, and more Garmin G3000 for the fastest likely $300,000 more when loaded up civil single-engine turboprop with popular options. (The BCA equipped BY FRED GEORGE [email protected]

aher’s new TBM 930 flagship and an approach chart, or XM satellite is the culmination of three de- NEXRAD weather and a flight plan col- cades of enhancements made to umn, or onboard weather radar imagery Dthe original TBM 700 that was and a traffic or terrain display. announced at the 1987 Paris Air Show. In the normal mode with all three As with the TBM 900, it can cruise 10% screens functioning, the G3000 provides faster and carry 800 lb. more payload enhanced terrain imagery on its syn- with full tanks than its predecessors. Its thetic vision PFDs and crisper systems cabin is far quieter and its systems are synoptics on the MFD. The three identi- more robust and reliable. cal screens also improve reversionary The TBM 930 incorporates all of the modes because there is more display TBM 900’s speed mods, including its area to host essential information in the computational fluid dynamics (CFD) event that one unit fails. designed, ram recovery engine air inlet, Behind the displays and twin touch- dozens of drag reduction changes and screen controllers, the G3000 has sev- five-blade composite Hartzell propeller. eral functions that are new to the TBM The TBM 900 and TBM 930 boast more major and minor modifications than all five previous TBM models combined. With respect to the TBM 900, the TBM 930 has been upgraded with Garmin G3000 touch- screen avionics, including three identical, 12-in. WXGA displays that replace the TBM 900’s G1000 with XGA 10.4-in. PFDs and a central 15-in. MFD. The larger size of the G3000 displays and their 30% higher pixel density makes possible full- and split-screen modes on each of the three screens. A pilot might opt to split a screen with an en route chart

Standard pilot’s side door, along with control wheel columns in the instrument panel, make it easy to climb into either cockpit seat. DAHER (2) 22 Business & Commercial Aviation | February 2017 www.bcadigital.com ASK FRED Send your questions about this article to: [email protected]

price is $4.1 million.) But the package ap- patterns around the spinner, through was substantially larger and heavier pears to be strongly attractive. The TBM the prop and back along the fuselage. than the original concept, but also con- 930 has been outselling the TBM 900 by a The prop also reduces cabin sound levels. siderably more capable. four-to-one margin since initial deliveries Both the TBM 930 and TBM 900 are Socata engineers in Tarbes, France, began in May 2016. Top U.S. distributor powered by the 1,825-tshp PT6A-66D also used modern manufacturing meth- New Avex in Camarillo, California, is do- engines that are flat-rated to 850 shp ods they learned from Airbus, including ing even better with the new model. The up to ISA+49C, so they can develop full adhesive metal bonding to reduce the firm is the world’s largest distributor of rated power up to FL 270 and 757 shp at TBM-series aircraft, accounting for one FL 310, the aircraft’s certified ceiling. of five or one of six new TBM 900/930 The difference between the original aircraft sold. TBM’s 1,580-tshp -64 engine, flat-

Sales director and cofounder Terry rated to 700 shp, and the -66D is sub- number of fasteners and thus assembly Winson says there’s been virtually no stantial. The former could only produce hours, along with building secondary interest in the TBM 900 among his 511 shp at FL 310. structures out of composites. Daher ac- customers now that the TBM 930 has The extra horsepower available for quired a majority interest in the pro- become available. Virtually all his 2016 high-altitude cruise and the drag reduc- gram in 2008. orders were for the new model. tion modifications enable the newest The basic TBM 700 has a semi-mono- version of the aircraft to climb to FL 280 coque, fail-safe design with multiple load Refinements to Airframe in less than half the time of the original paths, and is primarily constructed of aircraft, and once level, it can cruise up high-strength aluminum alloys, along and Systems to 37 kt. faster. with some steel and titanium. Wing The progenitor of the TBM 700 was spars, windshield frames and flap The TBM 930 shares its structure and a turboprop-powered derivative of the tracks are milled out of single piece cast- systems with the TBM 900, a block point pressurized Mooney M301 prototype. ings and forgings. Composites are used change at serial number 687 that adds But once engineers at Socata, which for the empennage, control surfaces, several modifications to the 2007 TBM initially partnered with the Kerrville, winglets, fairings and the engine cowl. 700N (aka TBM 850). These include a Texas, manufacturer, looked at the Stretched acrylic is used for all trans- more robust and redundant electrical M301’s limitations, they scrapped the parencies. system, the drag reduction enhance- derivative and developed a clean-sheet The airframe is one of the most du- ments including winglets and ram re- model that took full advantage of the lat- rable in general aviation, with a basic covery engine air inlet, improvements est computer-aided design tools, a first service life of 12,000 cycles and 16,200 in cabin accommodations, single power for this class of aircraft. They borrowed flight hours. Those limits likely will be lever control and making available the heavily from the design expertise within extended with an enhanced mainte- single Pratt & Whitney Canada turbo- parent Aerospatiale’s research and de- nance program as the airframe has been prop’s full 850-shp rating for takeoff and velopment group in Toulouse, France, tested to more than 38,000 pressuriza- go-around. for the new model, including adapting tion cycles and 136,800 landings. A follow-on mod adds a five-blade, the wing aerodynamics of the ATR 72 The ATR 42/72’s high-lift, low-drag composite Hartzell prop with aero- regional turboprop. The resulting air- airfoil, albeit scaled down, was adapted dynamics that integrate the airflow craft, by then a purely Socata project, to the TBM. It has main and rear www.bcadigital.com Business & Commercial Aviation | February 2017 23 Pilot Report

TBM 930 TBO 3,000 hr. Climb Gradient (ft/nm) 970/152 m/km Specifcations Weights (lb. / kg) Ceilings (ft. /m) Max Ramp 7,430/3,370 BCA Equipped Certicated 31,000/9,449 Max Takeoff 7,394/3,354 Price $4,100,00 Service 31,000/9,449 Max Landing 7,024/3,186 Sea Level Cabin NA /NA Characteristics Zero Fuel 6,761/3,067 Wing Loading 38.2 lb./sq. ft. BOW 4,953/2,247 Certication FAR Part 23 1990 Power Loading 8.7 lb./shp Max Payload 1,808 /820 Noise (EPNdB) 77.8 Useful Load 2,477/ 1,124 TBM 930 Major Modications Exec. Payload 1,000/454 MOD 70-0188-00 PT6A-66D Seating 1 + 5 Max Fuel 1,956/887 MOD 70-0357-71 850 shp for takeoff & landing Payload with Max Fuel 521/303 MOD 70-0345-61 Hartzell 5-blade composite prop Dimensions (ft./meters) Fuel with Max Payload 669 /303 MOD 70-0232-71 Ram Recovery Engine Air Inlet External see three-view Fuel with Exec. Payload 1,477/670 MOD 70-0234-24 Electrical System Upgrade Internal MOD 70-0325-21 Automatic Cabin Altitude selection Length 13.3/4.1 Limits MOD 70-0322-00 Aero Mods & LED external lights Height 4.0/1.2 Vmo 270 MOD 70-0324-00 Single-Power Lever control Width (maximum) 3.9/1.2 PSI 6.2 MOD 70-0476-00 G3000 Power Climb MOD 70-0226-00 Synthetic Vision PFD option Engine PWC PT6A-66D Time to FL 310 18 min. MOD 70-0211-57 Increased Usable Fuel capacity Output/Flat Rating OAT C 850 shp/ISA+49C Climb Rate (fpm) 2,005/611 mpm MOD 70-0439-79 Change of Oil Pressure Limits machine-milled spars, 0-deg. sweep and an inertial separator in the engine ple- Flying Impressions 6.5 deg. of dihedral. num, deice boots on wing and empen- The single-piece main entry door nage leading edges, and electric heaters We strapped into the left seat of TBM aft of the left wing is 3.7 ft. wide by 3.9 for the windshields, probes, ports and 930 s.n. 1140, a 2016 model, with Winson ft. high. A counter spring system as- stall warning vane. in the right seat. Boarding the aircraft sists with its opening and a geared elec- The electrical system has been thor- and nestling into the cockpit seats is tric motor closes it. A two-step folding oughly reworked. Both 900-series easy in this aircraft because of the pi- airstair aids in passenger boarding and aircraft have a new 300amp starter/ lot’s-side crew door and panel-mounted egress. generator, a new 100-amp standby al- control wheel stalks that clear the foot- There is a separate, forward left-side ternator, revised power distribution sys- wells. This is the same as in the TBM 2.3-ft.-wide-by-3.1-ft.-high pilot door tem and an automatic starter cut-out 900 we flew last year at the Daher plant with its own folding airstair. It formerly function. As total electrical load seldom in Tarbes. was optional, but now it’s standard. On exceeds 85 amps, there is usually no Our first impression was how effec- the right side of the cabin, there is a need to shed loads in the event of a main tively the G3000 simplifies the instru- plug-design, over-wing emergency exit. starter/generator failure. ment panel. The left- and right-side The 6.2-psi pressurization system The original TBM 700 prototype had audio control panels, keyboard pad, plus maintains a 9,350-ft. cabin altitude at fully enclosed landing gear with outer all of the knobs and many of the but- FL 310. Most aircraft are configured and inner gear doors attached to the tons on the PFDs, have been eliminated. with two crew chairs and four-chair wing. But the inner doors sometimes Most of the functions controlled by the club seating in the main cabin. But now stuck closed, thus hanging up the land- knobs and buttons now are incorporated the aircraft can be ordered with all ing gear. So, they were removed on pro- in menu pages on the twin GTC-580 passenger seats facing forward, which duction aircraft. touch-screen controllers mounted below greatly increases seated legroom in the The TBM 900, in contrast, has a sec- the MFD. But left and right stand-alone cabin. Up to 220 lb. of baggage may be ond set of doors that are attached to the baro set knobs for the PFDs have been stowed in a compartment behind the landing gear, not the fuselage, and they added alongside the flight guidance con- rear seats. enclose about three-quarters of the tires trol panel below the glareshield. The aft row of seats may be removed to when the gear is retracted. This reduces The G3000’s larger display screens increase cargo capacity to 330 cu. ft. Gear drag and increases cruise speed by 3 squeezed out the TBM 900’s 4-by- is secured by a nylon-mesh cargo net. to 5 kt. 3-in. L-3 Trilogy ESI-2000 integrated The dual-zone air-conditioning sys- LED lights replace all incandescent standby instrument above the left PFD. tem uses bleed air for heating and heat bulbs outside the aircraft. High-inten- In its place, on the TBM 930 Daher in- exchangers, plus a vapor cycle machine sity LED landing lights are mounted stalled a low-profile 2.4-in.-by-5.5-in. with an engine-driven compressor for behind clear covers in the wing leading Mid-Continent Instruments MD302 cooling. edges. LED position, strobe and beacon standby attitude module with twin Ice protection is provided by engine lights are mounted to the wingtips and screens. The standard package also in- exhaust routed through the engine inlet, new tail-cone fairing. cludes an RVSM data package, GTX33

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Distinguishing features of the TBM 930 include a Hartzell 5-blade composite prop, winglets and new ram recovery engine air inlet.

Mode S ES extended squitter transpon- upgraded leather, ChartView, synthetic as fast as that on earlier versions of the der that meets the upcoming ADS-B vision system, Iridium satcom and XM aircraft. requirements, TAWS-B, radio altimeter, satellite radio weather and entertain- In the event that the main starter gen- GTS820 traffic advisory system, KN63 ment system. erator fails, Winson also notes the air- DME and WX500 lightning detector, With two pilots and 1,374 lb. of fuel craft’s 100-amp standby generator has electric pitch and rudder trim switch on aboard, ramp weight was 6,710 lb. plenty of capacity to handle all electrical the copilot’s control wheel, and GWX70 Based upon a 6,675-lb. takeoff weight, loads, even with ice protection systems 40-watt solid-state weather radar. Voice Camarillo Airport’s (CMA) 77-ft. field in use. No need for load shedding under alerts replace simple sounds for stall, elevation and rounding up to ISA+10C, most conditions.

overspeed warning, landing gear and takeoff distance over a 50-ft. obstacle After engaging the starter, we ad- cabin altitude. was just over 2,100 ft. vanced the power lever to the “low idle” The single-pilot basic operating As with the TBM 900, pre-start position once gas generator rpm reached weight of the airplane we flew was 5,136 checks are short and cranking the Pratt 13%. During the sequence and at low lb., or 307 lb. higher than Daher’s quoted is easy. The improved electrical system idle, bleed air automatically is shut off BOW in BCA’s May 2016 Purchase Plan- features a 300-amp starter genera- to prevent thermal stress on the engine. ning Handbook. Winson commented that tor and 42-amp/hour battery for quick Moving the power lever to the left side his demonstrator is chock full of options, starting, even in cold weather. The TBM of the “h” provides normal power range including the deluxe trim package, 900/930 start sequence is almost twice and prop reverse functions. The prop

26 Business & Commercial Aviation | February 2017 www.bcadigital.com The Garmin G3000 features three identical 12-in. displays and two landscape- configuration touchscreen controllers. automatically is governed to 2,000 rpm for all normal operations. As the engine stabilized at 52%, the starter automatically shut off and transitioned to the generator function. With less than 100 amps of electrical load, we switched on the air-conditioning compressor, along with the bleed air and associated cabin airflow controls. We also ensured that the inertial separator was on to prevent the low mounted engine inlet from for- eign object damage (FOD). Using the touch screens, we entered a flight plan from CMA to Fellows VOR, north of Santa Barbara, then back to Oxnard for our first instrument approach. Taxiing the aircraft takes virtually no power increase at moderate

weights, as the prop produces ample DAHer residual thrust. We frequently moved the throttle aft past the flight idle de- Using a 170 KIAS climb speed, the aircraft is connected to ground tent to nudge the beta mode that flat- the aircraft settled into a 1,950 ft./ power, in our opinion. Plan on invest- tens blade pitch. The flight manual min. climb. Leveling off at FL 280 in ing some time studying the 690-page cautions against using reverse thrust ISA+4C conditions, setting maximum G3000 pilot guide. during taxi because of the potential cruise power of 96% and at a weight of We then turned south toward the for the prop to stir up loose material, 6,450 lb., the aircraft stabilized at 320 Pacific Ocean between Santa Barbara resulting in FOD. KTAS while burning 417 lb./hr. This and the Channel Islands, descended Once cleared for takeoff on Runway was within 1 kt. of Daher’s cruise speed out of Class A airspace and canceled 26, we advanced the power lever until predictions for this weight, altitude and our IFR clearance so that we could we saw 90% torque indication. Ram re- temperature combination. freely maneuver the aircraft. During covery increases torque to about 100% As for the manufacturer’s claim of a the descent, Winson commented that during the takeoff roll. We rotated at top 330 KTAS cruise speed, look closely the G3000’s flight director provides 85 KIAS, retracted the gear with a at the fine print of the TBM 930 pilot’s overspeed protection by monitoring positive rate of climb and retracted the information manual. That’s achievable indicated airspeed when the pitch hold, at FL 280 in ISA conditions, but only at vertical speed, vertical path tracking USB power is provided for EFBs, making a svelte 5,500-lb. gross weight — final or altitude capture modes are active. possible paperless operations. stage of cruise, top of descent, just the Approaching redline, a flashing “max- pilot aboard and arriving with NBAA spd” annunciation appears in the PFD IFR reserves. and the flight director starts to pitch While the autopilot was coupled, we up to correct the overspeed condition. had time to explore the touch-screen The “maxspd” annunciator disappears controller functions tied to the main when the aircraft slows below redline. displays, radios, audio levels and air- Overspeed protection is one of the craft systems. The touch screens use many “electronic copilot” features an array of infrared beams rather than built into the G3000. With the autopi- pressure or heat sensing so that they lot engaged, the automatic emergency respond to finger touches even when descent mode dives the aircraft from the pilot is wearing gloves. While the 14 high-altitude cruise to 15,000 ft. if top-level menus are relatively simple, cabin pressure is lost. But it’s up to the there are as many as three submenu pilot to adjust the power to avoid trig- levels that provide increasingly de- gering overspeed protection during flaps passing 115 KIAS. Before closing tailed selections of functions and dis- the descent or stall protection with too the inertial separator door, we had to plays. Similarly, the dozen soft keys little power after level-off. reduce torque to 85% to prevent ex- at the bottoms of the three main dis- The aircraft also has optional elec- ceeding climb torque limits once the play screens provide up to four layers tronic stability and protection (ESP) door was fully closed. As we’ve previ- of menus. Because of the complexity of modes that are activated or deactivated ously reported, the PT6A is long over- the G3000 and the expanse of options, through four layers of menus on the due for a FADEC or digital electronic the full range of capabilities are best touch-screen controllers. ESP uses the engine control upgrade that would re- explored and mastered on the ground, autopilot servos to help return the air- duce pilot workload. with the engine shut down and when craft to stable flight if specific pitch, www.bcadigital.com Business & Commercial Aviation | February 2017 27 Pilot Report

roll, speed or AOA limits are exceeded. on the red autopilot disconnect button high-performance airfoil doesn’t have The servos provide control wheel force enables the pilot to perform steep turns gentle stall characteristics, particularly feedback that delivers tactile evidence without triggering roll stability engage- in the wake of the prop. The TBM 930 of ESP functioning. The force feedback ment if the aircraft exceeds a 45-deg. has both a dedicated AOA indication increases in proportion to the amount bank angle. ESP roll protection doesn’t and a green doughnut approach speed of the exceedance from the limit. disengage until bank angle is reduced reference bug on the PFD’s airspeed ESP can be temporarily disabled by below 30 deg. tape, so it’s easy to fly the aircraft at pressing the control wheel steering or AOA protection is one of the optimum AOA during approach. Just autopilot disconnect button on the con- most useful benefits of the sys- as importantly, ESP provides plenty of trol yoke. For example, pressing down tem, in our opinion. The TBM 930’s stall warning and recovery assistance. The first sign of an impending stall is the appearance of a pitch limit indicator on the PFD. When the pitch attitude equals the pitch limit indication, an aural “stall” warning sounds and the pitch servo engages to apply a pitch force to reduce AOA. The force is pro- gressive, sufficient to give the pilot un- mistakable warning of the impending stall. When stall break finally occurs, it’s been preceded by many warnings. Our first approach was the RNAV (GPS) Runway 25 that we would fly with the autopilot coupled. This aircraft has the optional Jeppesen ChartView system with moving aircraft indicator, a feature we believe is well worth the investment. Garmin also offers its own FliteCharts package, displaying im- ages similar to AeroNav Services terminal procedures charts. The LPV has a 250-ft. decision altitude at which we planned to execute a coupled go-around. We flew the approach with gear and flaps extended at 80 KIAS. Our computed landing distance at a landing weight of 6,250 lb. was 2,165 ft. (without reverse), even though we didn’t plan on touching the tires to the pavement. At minimums, we pressed the go- around button on the throttle, advanced the power lever and let the autopilot fly the aircraft. As the gear and flaps retracted, we noted the need to reselect heading, nav arm, airspeed hold and altitude preselect on the flight guidance panel in order to program the automation to fly to the missed approach fix. The flight guidance system and autopilot will fly the correct hold- ing pattern entry and remain in the pattern until reprogrammed. Not far into the missed approach, though, we turned downwind to position the aircraft for the RNAV (GPS) Z Runway 26 approach back at Camarillo. We flew the approach by hand, landed and taxied back to the New Avex ramp.

A capacious cargo door provides easy access to the main cabin, plus luggage bay behind rear seats.

28 Business & Commercial Aviation | February 2017 www.bcadigital.com The TBM’s 930’s cabin may be configured with club seating (shown) or all forward facing chairs. Options include a compact lavatory for the aft cabin (bottom photo). Conclusions

Inarguably $300,000 is a hefty premium to pay for upgrading from the TBM 900 with Garmin G1000 avionics to the TBM 930 with a G3000 flight deck. The latter model is no faster, higher flying or longer legged than the TBM 900, and yet most buyers are apparently opting for the upgraded model. Quite clearly, the TBM 930 is the most capable TBM produced in the program’s 26+ year history. Similar to the TBM 900, it can fly four occupants between most East and West Coast U.S. cities with one fuel stop, assuming seasonal winds. In summer months, it can fly between Fort Lauderdale, Florida, and Seattle in less than 10 hr. including a leisurely stopover for lunch and refueling. It can beat some VLJs and single-engine jets in a coast-to- coast trip because it only has to make one fuel stop while they have to make two. And even though the TBM lacks the twin-engine redundancy of most VLJs, proponents note that, according to Trans- port Canada, the inflight shutdown rate for the PT6A now is better than one per 100,000 hr. Garmin’s G3000 provides a raft of innovative standard and optional features, including optional Iridium satcom voice and text messaging, 170-channel SiriusXM satellite radio entertainment, AC-U-KWIK airport directory and maintenance schedule reminders. Other features include choice of abso- lute or relative terrain imagery, displaying highways and local roads, railroads, rivers, state borders and various sizes of towns according to range selection, airways, jetways, special-use airspace, Class A/B/C/D altitude labels, and various classes of waypoints. It can even be programmed to remind the pilot of an anniversary or birthday. The G3000 pilot guide actually is longer than the TBM 930 pilot operating handbook, attesting to the system’s im- pressive capabilities, if not its myriad intricacies. Most of the aircraft we’ve flown with this level of avionics sophistication require pilot type ratings. While no TR is required to fly the TBM 930, initial G3000 transition training is provided by Simcom in Orlando, Florida, and we believe it will take every minute of that course to master the G3000’s full potential. BCA www.bcadigital.com Business & Commercial Aviation | February 2017 29 Management ATC Privatization — Pro & C Will the airlines take control of ATC in the U.S.? By DaviD EslEr [email protected]

d Bolen believes that total control and CEO told BCA. “We believe that is “modernization,” the CEO of a strug- of the ATC system is the force they want to use that control for their gling startup carrier said then to think majeure behind the airlines’ long- exclusive benefit.” “economic domination,” because the air- held wish to create and dominate This compulsion to control the infra- lines want to run the ATC system for Ean air traffic control corporation sup- structure of the National Airspace Sys- their exclusive benefit. ported by user fees. tem (NAS) came into the public eye as Twenty years later Bolen, recalled “For several decades now, some of far back as 1997 during testimony in a that surprisingly candid admission: “We the big airlines have tried to seize con- U.S. House of Representatives Trans- are very concerned that they would use trol of the ATC system and the reve- portation Committee hearing. When the that control to increase their access nues that fund it,” the NBAA president major airlines claim ATC privatization to airports and airspace and decrease

30 Business & Commercial Aviation | February 2017 www.bcadigital.com bills have failed — as have user fee pro- Office (GAO) and the Department of posals — primarily due to the effec- Transportation’s Office of Inspector tiveness of lobbying efforts by general General (OIG) highlighting the pros and aviation advocacy groups and sup- cons of ATC privatization joined audits porters in Congress. But as the debate and studies commissioned by members o & Con ramps up toward the Sept. 30, 2017, ex- of Congress. piration of the current FAA operational Among the issues raised were cost ours,” he said. “This will impact small authorization amid a new political cli- overruns and schedule drift in the Next- towns and rural communities that de- mate tilted in favor of unrestrained free Gen ATC infrastructure moderniza- pend on business and general aviation market economics and smaller govern- tion plan. As of last fall, the FAA had for access to the marketplace.” ment, the fate of an FAA-operated NAS spent $7.4 billion on NextGen since the Efforts to rend the air traffic control appears ever-more doubtful. It would program’s implementation in 2004 and function from the FAA seem to track seem that the separation of air traffic — yet claims it needs an additional $14.8 with those who hold that anything and who will pay for it — has become red billion to complete the six-phase system which cannot be provided exclusively meat for congressional budget battles. modernization — that’s a $2.6 billion in- by the government belongs in the pri- crease from the agency’s last estimate vate sector. There exist many examples Main Course in 2012. Further, completion has slipped of Air Navigation Service Providers from 2020 to an undetermined date in (ANSPs) operating in the private sector Meanwhile, 2016 was a nexus for study- the 2030s. (See “Business Aviation and across the globe. ing the structure and funding of U.S. PBN” [BCA, December 2016, page 51] Previous attempts to float ATC priva- ATC. During the year past, reports for a discussion of the FAA’s latest strat- tization as riders to FAA reauthorization from the Government Accountability egy for completing NextGen.) Then, too,

Who Pays What The price for admission into today’s FAA-run ATC system is a tax schedule that varies by category of activity. The airlines pay through a combination of taxes, e.g., the Passenger Facility Tax, per-takeoff fee and a 4.3 cents/gallon fuel tax. General aviation is divided between turbine and piston, with the former taxed 21.9 cents/gallon and the latter assessed 19.5 cents/gallon of avgas. “If privatization happens,” NBAA President Ed Bolen said, “there has been some talk about allowing general aviation to continue to pay through the fuel tax, but there is skepticism that would ultimately be the case.” BCA REX WHOLSTER/ISTOCKPHOTO

www.bcadigital.com Business & Commercial Aviation | February 2017 31 Management

questions have arisen about the reli- A4A, the principal lobbying group for ability of the ADS-B system and lagging Message to commercial aviation in the U.S. since operator equipage numbers. 1936. Formerly called the Air Transport Perhaps it shouldn’t be surprising. Business Association of America, its nine mem- NextGen is essentially a huge public bers and their affiliate carriers account works project, and those often fail to for 90% of U.S. passenger and cargo track to promised schedules or budgets. Aviation traffic. At a National Press Club event And, too, political partisanship, seques- last fall, A4A announced its intention to tration and government shutdowns have BCA asked airline lobbying group fully support ATC privatization during had their deleterious effects on the ATC A4A’s Sharon Pinkerton if she had the current reauthorization debate. modernization program, pushing prog- a message for business aviation A4A’s current airline membership ress deadlines ahead and wasting money. regarding ATC privatization. Her roster includes Alaska, American, Atlas So in the midst of all this interest in response: Air, FedEx, Hawaiian, JetBlue, South- whether or not to privatize ATC, in Feb- “It is in business aviation’s inter- west, United and UPS, with Air Canada ruary 2016, Rep. Bill Shuster (R-Pa.) est to evaluate and understand that as an associate member. Notably absent and Frank LoBiondo (R-N.J.), House the status quo could be improved is Delta Airlines, which as of 2013 was Transportation and Infrastructure through reform and that, when you the U.S.’s largest carrier by passenger Committee chairman and Aviation look around the world, there’s a bet- count; it left A4A in October 2015. Subcommittee chairman, respectively, ter way of doing business.” “In recent years, Delta and the trade co-introduced H.R. 4441, the “Aviation group had not been aligned on several Innovation, Reform and Reauthoriza- key issues, including the growing harm tion Act.” A six-year FAA reauthoriza- legislation would have, in one fell swoop, of government-subsidized carriers in tion bill, it called for the creation of a removed 30,000 civil service employees the Middle East and the effects of the nonprofit, self-financed, non-share air from the federal payroll, contributing Export-Import Bank on U.S. airlines,” traffic control and modernization cor- significantly to conservatives’ goals of Delta spokeswoman Elizabeth Wolf ex- poration modeled after Nav Canada. reducing the size of government and the plained to BCA. Ultimately, H.R. 4441 was blocked from federal deficit. “A4A also has advocated for the nation’s reaching the House floor for vote, but it But considering its service to the pub- air traffic control to be separated from is generally accepted as a template for lic, much like a public utility, should ATC the FAA and put into a private organiza- ATC reform that meets the conserva- be removed from federal control at all? tion — a move long opposed by Delta,” tive litmus test. Expect it to reemerge in Should such a service provider be tossed Wolf continued. “The main reason is es- some form in 2017. to the vicissitudes of the free market sentially that we haven’t seen compelling The federally chartered ATC cor- where it could be exposed to labor ac- data to show that spinning off ATC would poration H.R. 4441 proposed would be tions, economic downturns, bankrupt- result in any improvements or efficiencies governed by a board “representing the cies and such? How do you guarantee in the system, and we are concerned that aviation system’s users and the public continued service during bad times no the transition would be a distraction that interest.” As a possible prototype for matter what? These and other questions could slow down progress on NextGen a U.S. privatized system, it is reveal- frame the privatization debate. implementation.” ing to look at Nav Canada’s governing “The public airspace should be oper- So, do the airlines united in A4A really board, which is composed of four direc- ated in the public’s best interest,” Bolen want to control ATC and, thus, access to tors representing the nation’s airlines; insists. “So we think the best way to en- the NAS? “This is a red herring,” an ex- one director representing business and sure that is to have final authority rest- asperated Sharon Pinkerton exclaimed. general aviation, elected through the ing with the public’s representatives, not She is senior vice president, legislative Canadian Business Aviation Associa- special-interest groups. Our concern and regulatory policy, at A4A. “The rheto- tion; three directors representing the is that we could turn the system over ric doesn’t match any reality,” Pinkerton Canadian government; two directors to this combination of special interest continued. “If we did want to take control elected by employee unions; and four groups dominated by the airlines.” of the system, we wouldn’t have supported independent directors elected by the Citing what he characterized as “the Shuster’s proposal.” overall board. The Nav Canada board world’s largest and best system of air- According to Pinkerton, A4A believes hires a president/CEO to manage the ports, the best ATC system,” Bolen “the real issues with business aviation corporation, and that person then also maintains that the challenge to the U.S. are around funding, but we really don’t serves on the board. “is how to continuously improve and en- understand their [the NBAA’s] strident H.R. 4441 was to preserve the FAA’s hance our air traffic system and still opposition. When you look at the rest of regulatory and enforcement functions ensure it operates for the public’s best the world, their concerns are misplaced, under the federal umbrella but would interest. So, we’ve been offering tar- as there is no evidence that reformed have, among other reforms, “stream- geted solutions to immediate problems systems limit access.” lined” the agency’s aircraft and equip- whereas the airlines are saying, ‘Just Instead, Pinkerton maintains, it is the ment certification process. The ATC turn everything over to us, and trust status quo that limits access, “that and corporation was to be set up on debt that it will be OK.’” policymakers who want to come in and financing (Nav Canada was required try the latest ideas. I think the status to purchase all of the country’s ATC in- Airline Angst quo is the biggest threat to business avi- frastructure as a stipulation of its char- ation in that we’re not making progress ter) and operated on user fees. But most The most powerful advocate for ATC in increasing capacity in the system and significantly, the Shuster/LoBiondo privatization is Airlines for America, or the way it’s funded. The opportunities

32 Business & Commercial Aviation | February 2017 www.bcadigital.com for improvement are legion.” progress completing NextGen, A4A be- there’s Canada’s model, which we like But Bolen maintains that privatized lieves. “An airline flight between DCA and which has worked very well — and ANSPs have exposed inherent flaws. [Reagan Washington National Airport] could work for the U.S. The funding “We have seen it in various parts of the and any New York airport used to be model in the rest of the world is basi- world and seen a lot of problems with scheduled for under an hour and now cally user fees.” it,” he said. “For example, in Australia, takes anywhere from 15 to 20 min. lon- There is nothing inherently govern- commercial flights have priority, so we ger, with a total segment time of 180 mental about ATC and the provision of its have heard from our members about min. 20 years later,” Pinkerton noted. services, Pinkerton maintains. “Govern- sitting on tarmacs for up to 5 hr. wait- “In an age where we supposedly have ment shutdowns have nothing to do with ing for departure clearances. In the better technology and faster planes, the ATC either. The idea is to remove ATC U.K., their system went bankrupt and ATC system is not keeping pace. The from politics and the budget process. In [its management] had to turn to the impact on passengers of delays in the 2013, we had a partial shutdown of ATC government for a payout.” system is the number one problem.” with controllers furloughed, not a short- Bill Deere, executive vice president at Closely tied to ATC modernization is age of funding, as we had $5 billion in the the National Air Transportation Associ- the funding of the system, which Pinker- Aviation Trust Fund. At the end of last ation (NATA), noted that proponents of ton maintains is “completely broken. year, we had $7 billion. Despite having a “corporatizing” air traffic control often We have an annual appropriations pro- surplus in the Aviation Trust Fund, we hold up the number of such ATC sys- cess that starts with the Office of Man- are still subject to an annual appropriation tems around the world as “proof” that agement and Budget setting the budget process, which isn’t good for the system, privatization is the better solution. How- based on FAA proposals. That process the controllers, NextGen or the traveling ever, “if one looks at those countries, is driven by other built-in constraints public. Or, I will venture, good for business the systems and investment are signifi- that have nothing to do with running aviation, either.” cantly smaller than those of the U.S. ATC, everything from concerns about Another criticism of the present system, and in some places corporati- the federal deficit to coming up with government-operated system is that zation has allowed only for the creation the federal budget. Part of what we’re sporadic funding has drawn out the of minimal levels of surveillance where advocating for is an independent sys- NextGen schedule to the point where none had previously existed,” he said. tem that is not dependent on the fed- newer technologies like satellite-based “In the case of Canada, Nav Canada was eral government for contributions and ADS-B are leapfrogging those to which created to address a budgetary crisis in one in which you can do planning in a the U.S. program is already committed, the Canadian government. long-term manner — NextGen should such as ground-based ADS-B. “A 2015 DOT Inspector General re- be planned according to a five-, 10- and By a two-to-one majority Americans port clearly demonstrates these inter- 20-year outlook.” are opposed to privatizing ATC, Bolen national air traffic control systems are So the essence of the A4A campaign claims, based on a 2015 poll. “There are much smaller and less complex than our is “governance and funding reform,” conservative and consumer groups, a lot own,” Deere continued. “Also reported Pinkerton explained. “On the gover- of people who have expressed concern by the IG, these air traffic control pro- nance side, we are advocating for an in- or opposition to this idea,” he said. viders, unlike the FAA, ‘do not embark dependent nonprofit organization. Some on large, comprehensive modernization people call it a co-op, as the board of NATA: Privatization efforts such as NextGen transforma- directors is made up of aviation stake- tional programs or conduct extensive holders including the government, labor Doesn’t ‘Fit’ Here aviation research and development.’ and general aviation community. There Instead, as the report notes, these air are different examples of this across The NATA’s Deere says his organization traffic providers, including Nav Canada, the world. In Germany there is an inde- disagrees with A4A’s privatization push rely on small, incremental changes us- pendent government corporation. And “because it doesn’t fit the American ing off-the-shelf technology.” A4A: FAA’s ATC Is Inefficient CONTROLLERS AND PRIVATIZATION The airline industry’s argument for privatization is built primarily around increasing capacity and efficiency in the During an ATC privatization attempt 13 years ago, the National Air Traffic Con- system, and the lagging NextGen pro- trollers Association staunchly opposed the move. gram especially sticks in its craw. In the current campaign, it seems the union has changed its stance to sup- “We support privatization because of port a privatized system as reflected in Rep. Bill Shuster’s H.R. 4441 from the lack of progress of the nation’s big- 2016. When BCA inquired, a NATCA representative declined an offer to be gest infrastructure project, NextGen,” said A4A’s Pinkerton. “And while it may interviewed but did provide this statement: look fine, the fact is that the FAA has re- “NATCA’s primary objective remains the same: to achieve a stable, pre- leased a report that shows that the inef- dictable funding stream for the National Airspace System. NATCA will review ficiencies of the current system cost the any new proposal and evaluate it based on whether it protects workforce economy — mostly passengers, in terms rights and benefits, maintains safety and efficiency as the top priorities, cre- of lost time — $30 billion a year due to unnecessary delays in the system.” ates funding certainty, and maintains service to all segments of the aviation This could be addressed with quicker community.” BCA www.bcadigital.com Business & Commercial Aviation | February 2017 33 Management

system. It discourages investment and he asked. “Last February, the House congressional oversight, this proposed erodes general aviation’s access to air- Transportation and Infrastructure construct risks unconstrained cost in- space and airports. No country has what Committee floated a proposal singling creases being passed along to other users we have: a highly complex national sys- out FAR Part 135 as the only entity that of the system.” tem that serves all entities. As a country, would pay user fees, while other gen- Are NATA members paying their way we make it a policy that there is national eral aviation entities, like Part 91 busi- to use the current ATC system? “Yes,” access to highways and broadband, and ness aviation operations, would continue Deere said. “Like other members of the that also applies to the National Air- to pay the gas tax. Now, while we don’t aviation community, NATA members space System and airports.” know what the navigation fees will be, contribute to the Aviation Trust Fund The NATA also believes that privatiza- we do know that one segment of GA was through fuel and excise taxes. In fact, tion puts that system at risk. “If you’re go- singled out to pay them.” Aviation Trust Fund revenues comprise ing to run ATC as a business,” Deere said, An ATC corporation inserts “signifi- the overwhelming share of FAA spend- “it injects risk into the national system. If cant uncertainty” into the Part 135 coming, over 97% in fiscal year 2015 alone.” you’re going to run it as a business, you munity, Deere claimed. “Typical for many So, the question is not one of funding, will not invest equally in all areas. But in small businesses, the overwhelming ma- Deere maintains, but rather whether the government-operated system, we’ve jority of Part 135 operators have 25 or the current budget process should be made it national policy to invest every- fewer employees and less than $5 million amended to ensure the revenues are be- where, even in rural America.” annual revenue.” In response to Shuster’s ing fully utilized for the intended purpose. Deere said the NATA supports mak- H.R. 4441 proposal last year, the NATA “That does not require the A4A pol- ing the FAA a more efficient operation, released this statement: “The Corpora- icy prescription, the establishment of a but its FAR Part 135 members balk at tion’s proposed leadership structure pro- corporatized air traffic control system,” committing to a reformed ATC when vides major airlines the confidence they said Deere. “In fact, a recent GAO re- its funding structure is so-far unknown. seek to control a future air traffic control port requested by the NATA confirmed “What will be the cost to operators?” system primarily for their benefit. Absent our long-held belief that not all aviation

Documenting the Divide safety and certification might have new grist for the upcoming debate in the form of recent reports by the Government Ac- What’s the FAA’s proper role? countability Office (GAO) and the Transportation Department’s Three recent government reports — one commissioned by the Office of Inspector General (OIG). architects for FAA change and two by the stalwarts of the status In an audit request by Shuster of the FAA’s spending and quo — will fuel battles over ATC privatization efforts likely to be schedule for NextGen — its National Airspace System (NAS) included in a multi-year FAA reauthorization bill in 2017. modernization program — the GAO noted that the scheduled A push in early 2016 by two key House Republicans — completion has slipped out past 2030 from the original com- Transportation and Infrastructure Committee Chairman Bill pletion date of 2025. The program is largely based on six key Shuster of Pennsylvania and Aviation Subcommittee Chair- infrastructure improvements, including automatic dependent man Frank LoBiondo of New Jersey — to create a non-profit, surveillance broadcast (ADS-B), system-wide information, non-share air traffic control corporation modeled after Nav data communications and the NAS voice system. NextGen Canada failed to gain traction. The bill was replaced by a fund- also requires users of the system to largely pay for their own ing extension that kept the FAA in its current form at least until equipment modernization, an upgrade the FAA estimates will the end of this fiscal year. cost $15.1 billion. During an Airlines for America (A4A) summit in Washington, The FAA has spent in excess of $7.4 billion since the D.C., in September 2016, American Airlines CEO Doug Parker program launched in 2004 and figures it will need another launched the first volley in what is sure to be a contentious at- $14.8 billion more to finish — a $2.6 billion increase from tempt to split the FAA’s roles. “We need to get this ATC reform its 2012 estimate. The latest total is higher, says the GAO, thing done,” Parker said during a keynote speech at the event. because the FAA did not include the cost of maintaining the The National Air Traffic Controllers Association (NATCA) also infrastructure in its 2012 numbers. Overall, the GAO says the favored Shuster’s bill, which called for an ATC corporation to new forecasted total of $22 billion is “within the range” of the be run by an 11-member board of directors (and a 15-mem- FAA’s 2007 estimate of $15 billion to $22 billion to complete ber advisory board) that would fund ATC and modernization NextGen. through user fees levied on commercial operators. Currently Less flattering is a Nov. 10 audit by the OIG requested all U.S. operators, whether airlines or general aviation, pay by Sen. John Thune (R-S.D.), chairman of the Senate Com- for ATC services through various passenger charges and fuel mittee on Commerce, Science and Transportation, and its taxes, which Congress can supplement through a General ranking member, Sen. Bill Nelson (D-Fla.). Both Thune and Fund contribution. Nelson were opposed to splitting the FAA, although Thune Proponents for trimming the FAA’s role to primarily one of in a hearing last February called the measure “an innovative

34 Business & Commercial Aviation | February 2017 www.bcadigital.com taxes are being deposited in the Avia- not true,” Pinkerton at A4A exclaimed. our privatized Nav Canada that has been tion Trust Fund.” “[The NAS is] divided up into smaller extremely successful in Canada for the pieces of airspace — we are not talk- last 20 years. So in short, it works very Too Big to Privatize? ing about the delivery system but the well in Canada. Will it work the same way structural tie to the government and the elsewhere? No one knows for sure.” Defenders of a federally operated ATC funding that will enable us getting out In the meantime, the NATA’s Deere system often claim that the U.S. system of the annual budget cycle [i.e., reautho- thinks we’ll see “some good old-fashioned is just too large and complex to priva- rization]. It has nothing to do with how lobbying” this year along with a vigor- tize. Bolen: “In the U.S., we have some- complex a TRACON is.” ous debate about whether the country thing unique — the size and magnitude Could the privatized, Nav Canada- is willing to abandon nearly a century of of our ATC system is beyond compare, influenced model in H.R. 4441 work in government-provided ATC in favor of and we have a collection of airports that the U.S., given the landmass, sheer size privatization. As this went to press, the is among the largest in the world, too. of the operation, and growing demand Trump administration’s position on priva- And we are very concerned about try- for all forms of air transport? tizing ATC was unknown. Shuster, how- ing to take the largest, most complex “On the topic of privatized ATC in ever, told the Associated Press that he and safest ATC system in the world and the U.S., I really could not say whether had discussed the subject with President modeling it after that of a country that or not it would be a success,” Rudy To- Trump before and after the election and may have a tenth of what we have. [An ering, president and CEO of the Cana- “he generally liked the idea. . . .” oblique reference to Canada.] Most ATC dian Business Aviation Association, told On the other hand, as Deere pointed systems need to break even, so if there BCA. Taxation, rules and regulations, out, we now have a president who has is a turndown, they have to raise their even how airports are run and financed relied on business aircraft — both fixed- rates at a time when operators can least in Canada are quite different from their and rotary-wing — to help him suc- afford fee increases.” counterparts in the U.S., Toering exceed in business and, most recently, in Too big to privatize? “Oh, that’s just plained. “This all goes hand in hand with politics. BCA approach” to solving the agency’s perennial NextGen cost working ADS-B units in fixed-wing general aviation aircraft had and schedule overruns. increased to 18,292 — a figure that did include 4,235 units The latest OIG report, which proclaims the costs, schedules that were installed but are not performing correctly. and benefits of NextGen to be “uncertain,” is contested by the An earlier GAO report prepared for Rep. Peter DeFazio (D- FAA. Key issues include that the agency had not fully identified Ore.), ranking member of the Transportation and Infrastruc- the “end state” for any of its six major NextGen infrastructure ture Committee, and Rep. Rick Larsen (D-Wash.), ranking elements, including how long it will take to complete them or member of the Aviation Subcommittee, was somewhat more what capabilities they will ultimately deliver. evenly divided on benefits versus problems of splitting the “As program requirements continue to evolve for the six agency. Last year, DeFazio and Larsen were both “strongly op- programs, the efforts represent open-ended financial composed” to Shuster’s bill. The report was a continuation of work mitments with uncertain end states,” the OIG cautioned. “The started in 2014 to interview experts and stakeholders on po- FAA has not adjusted expected program benefits, and many tential benefits and issues with splitting the FAA’s functions. benefits remain broad, unquantified and potentially difficult The upshot of the 2014 study was that “most stakeholders to achieve.” agreed that separating ATC operations from the FAA was an For example, on the FAA’s ADS-B Out program, the OIG says option,” the GAO reported. there is “considerable uncertainty” over whether operators In the newer study, the GAO reached out to 32 experts “will be able or willing” to meet a January 2020 mandate for and 20 stakeholders in interviews and surveys. Key results having the equipment installed and operational. As of August include: 2016, the report states that 9% of commercial aircraft (651 ▶Eight of 13 experts said separating ATC operations from the of 7,000) and 10% of general aviation aircraft (15,657 out of safety regulator could have a “positive effect on the safety 160,000) had equipped with ADS-B Out. regulator,” but seven of 13 experts said such a separation Furthermore, the OIG reported FAA data “shows that almost would have “large negative impact” or “small negative impact” 5,000 aircraft (both commercial and general aviation) are not on different aspects of the safety regulator including staffing properly transmitting the ADS-B signal due to installation or levels and expertise. other issues.” ▶Nine of 20 aviation stakeholders felt that a separation In response, the FAA noted that all ADS-B ground systems could negatively impact the safety regulator’s ability to hire are in place, and airlines, under the auspices of the NextGen and retain talent. Advisory Committee, have agreed to commit to the 2020 man- ▶Seventeen of 18 experts said a user fee system should date. The agency did not comment on supposed issues with be implemented to fund a new ATC entity, but only eight the 5,000 installed ADS-B units. of 20 aviation stakeholders supported the idea of user fees. BCA And as of Dec. 1, the agency said the number of properly — John Croft www.bcadigital.com Business & Commercial Aviation | February 2017 35 Cause & Circumstance Richard N. Aarons Safety Editor [email protected] CRJ Freighter Downed in Sweden Failed IRU key to upset BY RICHARD N. AARONS [email protected]

n this night, Air Sweden 294 ran appropriate ground checklists and The upset was sudden and events oc- was a Bombardier CRJ-200 moved to the deice ramp where the air- curred rapidly in the cockpit. Because (CL-600-2B19) configured for craft was serviced. of this, the SAIA created a “t” timeline Ocommercial freight hauling and A two-step deicing was performed at in seconds beginning at “t0;” it was 19 operated by West Atlantic Sweden AB. 2301 with deicing fluid Type I to remove min., 20 sec. past midnight. The pilots lost control while at FL 330 ice, frost and snow, and Type II (to avoid FDR data indicate an increase of the due to several things but most particu- refreezing). The airplane’s wings, and pitch angle at t0, during the approach larly to confusing EFIS information fol- horizontal and vertical stabilizer were briefing. From a constant value of about lowing the failure of the left-side inertial treated. During the deicing procedure, 1 deg. the angle increased to 1.7 deg. The reference unit (IRU). the copilot read all the items of the “de- rate of pitch angle increase was approxi- The Swedish Accident Investigation icing” checklist, which were acknowl- mately 6 deg. per second during the fol- Authority (SAIA), though working with edged by the PIC. The crew performed lowing 6 sec. The trouble was that the an international team of airframe, avi- a flight controls check of ailerons, spoi- airplane was maintaining level flight at onics and regulatory air safety investi- lerons, rudder and elevator. At 2304, an this moment — there was no real-world gators, was unable to determine why the engine run-up was performed immedi- pitch up. system failed. Even so, the SAIA was ately before takeoff to clear the engines The recorded pitch angle emanated able to piece together what happened from residual deicing fluids. from the airplane’s inertial reference on the flight deck that night and make The takeoff (at 2309), departure, system One (IRS-1), which, with normal recommendations for new training stan- climb and cruise phases were all un- settings in the cockpit, also fed the left dards and cockpit resource manage- remarkable. At 2337, the airplane was pilot’s primary flight display (PFD-1) ment (CRM) callout procedures. established in level flight at FL 330. The with the same information. The accident occurred in Swedish flight crossed the border and entered At t2 — 2 sec. into the event — the airspace on Jan. 8, 2016, during a com- Swedish airspace. The pilots were ex- PIC exclaimed “What [!]”. The recorded mercial mail-cargo flight from Norway’s pecting a descent and circling approach pitch angle had now increased to ap- Oslo/Gardermoen Airport (ENGM) to to Runway 01 at Tromsø. proximately 15 deg., but the recorded al- Sweden’s Tromsø/Langnes Airport What follows is largely from the SA- titude, speed and angle of attack (AOA) (ENTC). The pilot-in-command (PIC) IA’s analysis of the digital cockpit voice remained unchanged. (The AOA is not and the copilot had flown ENTC-to- recorder (CVR) and digital flight data displayed to the crew.) Harstad/Narvik Airport (ENEV) in recorder (FDR). Immediately thereafter, the autopi- Evenes, Norway, and ENEV-to-ENGM At about 0018, the PIC asked the co- lot disconnect aural warning (cavalry legs earlier in the evening with the same pilot if he was ready for a briefing, and charge) activated. The autopilot discon- aircraft. Their flight duty started at the copilot acknowledged. Investigators nect is confirmed by FDR data. Bombar- 1810. said that there was no indication control dier said the autopilot was most likely The IFR flight plan filed for the 1-hr., of the airplane was handed over to the automatically disconnected due to dif- 43-min. flight called for a route that was copilot before the briefing. The briefing ferences in the pitch servo commands. basically direct from origin to destina- took about a minute and covered all the The aural warning remained active for tion at FL 330. The night was clear but relevant items for the Tromsø arrival. the next 18 sec. moonless; weather was good with no The CVR indicates that all con- At t3, an aural caution single chime risk of icing, turbulence, precipitation versations between the pilots were sounded. FDR data indicate that both or lee waves. conducted in English. There were con- left and right elevators moved to a po- Departure was planned for 2300. versations both of operational and of sition that causes the airplane to pitch The airplane had been fueled and private nature, and all conversations down. The AOA recorded from vanes loaded within weight and balance lim- were conducted without any evidence of on the airplane’s left and right sides its. The cargo load had been anchored misunderstandings between the pilots. changed to negative values. FDR data in sections, each section surrounded by As the briefing played out, the air- also indicate that the moveable hori- vertical nets designed to withstand a plane was in level flight at FL 330 on a zontal stabilizer trim was manually ac- longitudinal load of 9 Gs. heading of 14 deg., with an IAS of 275 kt. tivated from the left control wheel trim At 2224, the flight crew agreed that and a groundspeed of 422 kt. The auto- switch for 19 sec. During this period, the PIC would be the pilot flying (PF) pilot and the yaw damper were engaged. the right control wheel trim switch was and the copilot would be the pilot mon- All recorded FDR parameters had been also activated for 3 sec. The left con- itoring (PM) on the leg. The crew re- stable with normal values to this point trol wheel switch has priority over the quested and received their clearance, during the cruise phase. right switch. The trim position initially

36 Business & Commercial Aviation | February 2017 www.bcadigital.com increased at a slow rate toward nose down, from the initial recorded value of -0.9 deg. (airplane nose up). At t5, the recorded (and left PFD displayed) pitch angle exceeded 30-deg. nose up, which meant that, by design, Figure 1. IRU fails red chevrons pointing down were dis- A failure of the left Inertial Reference Unit (IRU) generated the display on the right — two played on PFD-2 and any displayed mis- seconds into the start of the incident. The failed IRU was sending the same false nose-up compare indications were removed (a information to the DFDR. The PFD image at the right was correct and was probably showing function called declutter). The speed on the right side. of the stabilizer trim change increased from that time and reached 1.7 (airplane nose down) at t12. The airplane started to descend with vertical acceleration values momen- tarily reaching -1 G. At the same time the CVR recorded irregular sounds for a period of about 5 sec. At t9, after a few seconds with negative G-load, the airplane’s warning system was activated with a triple chime. Figure 2. Four seconds into the incident Immediately thereafter, the CVR re- At t4 the pitch angle on the left PFD reached 30 deg. and the unit went into declutter corded “strong expressions” from both mode, which means that the pitch caution (PIT) and the Flight Director symbol disappeared the copilot and the PIC, followed by an and that a red chevron appeared. The right unit was still displaying information without audio signal (synthetic voice) “engine declutter as before. Almost simultaneously the audio warning Single Chime was oil” for low oil pressure in the engines. activated with a delay due to the autopilot disconnect warning that had priority. No verbal According to engine manufacturer acknowledgement from either pilot was heard on the CVR recording. General Electric, the warning was due to the negative G-load. At t11, the stabilizer trim movement clacker sounded indicating that the stabilizer position movement had been sensed at a high rate for more than 3 sec. In this case the stabilizer movement was due to manual trim switch command. Immediately thereafter, a triple chime sounded again and was interrupted by two audio warnings of Figure 3. Start of diverging Roll Angle at t9 “bank angle,” which meant that the air- At approximately t13 the pitch angle on the right-side PFD reached -20 deg., which meant plane’s roll angle had reached at least that the declutter mode now was activated on this side (see Figure 4 below). The copilot 40 deg. At the first “bank angle” warn- exclaimed the first operational callout “Come up.” ing the copilot said, “Come up.” At the second “bank angle” warning the copilot said, “Turn right” and the PIC simultaneously said, ”Come on, help me, help me, help me.” At t17, the maximum operating speed (Vmo) of 315 kt. and the maximum operating Mach number (M ) of 0.85 were exceeded almost simultaneously. The overspeed clacker activated and the vertical acceleration returned to posi- Figure 4. Declutter mode on right PFD at t13. tive values. The overspeed warning The situation presented the crew with two contradictory attitude indicators with red chevrons continued to sound until t72. The PIC pointing in opposite directions. At the same time none of the instruments displayed any asked for help again, which was an- comparator caution. Neither of the pilots verbally referred to the standby horizon. This can swered by the copilot saying “Yes, I am be explained by the complex situation facing the flight crew due to variations in G-load and a trying.” When the vertical acceleration great number of audio and visual cautions and warnings. This probably further contributed to turned to positive values, the CVR re- cognitive tunnel vision and focus on each on-side attitude indicator. corded irregular sounds again during a period of more than 2 sec. “Turn left” three times, followed by to Mach 0.91, which meant that maxi- At t20, the audio signal from the au- “No” and simultaneously two single mum dive Mach (MD) was exceeded. topilot disconnect warning ceased and chime audio cautions sounded. At t30, the copilot transmitted a simultaneously a “bank angle” warn- At t23, the recorded indicated air- distress call, “Mayday, Mayday, May- ing was sounded. The copilot now said, speed reached 364 kt., corresponding day, Air Sweden 294,” which was www.bcadigital.com Business & Commercial Aviation | February 2017 37 Cause & Circumstance

acknowledged by ATC. Then the co- were mainly deflected to the left during months with specialists looking at IRS pilot transmitted another emergency the event. The flight crew’s dialogue by component failure history and modes. call, and at the same time two single now mainly involved different opinions The team determined that the crew, chime cautions sounded. The copilot about turning directions. The crew also airplane and mission had been ap- then stated an intent to call ATC back, expressed the need to climb. propriately readied and planned. The “We call you back, Mayday, Mayday.” At t57, another single chime was cargo was secure and there had been By now the recorded indicated air- recorded. no cargo shift. The weather was not a speed had increased to 400 kt., cor- The airplane collided with the frozen factor other than the dark night con- responding to the airplane’s maximum desolate terrain near Oajevágge, Nor- ditions. All components and systems design speed (Vd), and the recorded rbotten County, Sweden, at 2,370 ft. other than the left-side IRS were func- altitude was about 24,000 ft. The hori- ASL in an inverted position at t80, or 1 tioning normally. Ultimately, the SAIA zontal stabilizer trim was activated min., and 20 sec. after the start of the published an in-depth analysis and dis- once again from the left control wheel event. Radar recordings and the posi- cussion of causal factors. What follows switch and was reduced to 0.3 deg. air- tion of the accident site indicated that are the high points. plane nose down. Immediately there- the airplane’s trajectory had changed During the flight, a malfunction oc- after, the left control wheel pitch trim by 75 deg. to the right during the event. curred on one of the airplane’s inertial disconnect switch was activated. The The accident was not survivable. navigation units (IRU-1); however, the PIC said “Mach trim,” which was an- The 42-year-old command pilot had internal continuous self-test system swered by the copilot with “Trim, trim amassed 3,365 flight hours, of which accepted the attitude parameters as a lot.” 2,208 were in type. He had flown 130 hr. valid, thereby providing the errone- At t40, an ATC call to the flight was in the previous 90 days in type and had ous information to both left-side PFD heard but was not acknowledged by 93 landings. He held an ATP license. and FDR. the flight crew. Another single chime The 33-year-old copilot held a com- The SAIA and the manufacturer sounded; thereafter, the engine thrust mercial license and had accumulated of the IRU searched for similar mal- was reduced to idle. Audio warnings 3,232 hr., of which 1,064 were in type. function events but found none. The of “bank angle” were sounded continu- He had flown 130 hr. in the previous 90 manufacturer performed hardware ously until the end of the event. days, and logged 94 landings. and software tests but was unable to The recorded FDR value for in- reproduce the scenario. During the indicated airspeed shows a continu- SAIA Analysis vestigation the SAIA discovered that ous increase to 508 kt. The recorded fault reporting from the field, that is, vertical acceleration indicates posi- Sweden’s investigation team looked at from flight crews, sometimes is writ- tive values peaking at approximately similar aircraft, flew the accident pro- ten without details, such as “This +3 G. FDR data further indicate that file in simulators, interviewed manage- thing is busted,” rather than, “This the airplane’s ailerons and spoilerons ment and other CRJ pilots, and spent system generated the following false

country flight that originated from Boeing oscillating between 2,500 ft. MSL and Field International Airport (BFI), Seattle, 2,000 ft. MSL. The radar target then Washington at 1816 with a planned depicted three left 360-deg. turns to a

Accidents in Brief destination of William R. Fairchild northerly heading, while continuing to International Airport (CLM), Port Angeles, oscillate between 1,700 ft. MSL and Washington. After losing radio and radar 1,100 ft. MSL before descending to its contact with Whidbey Island Naval Air last radar target. The last radar target Station Approach Control the accident was about a half mile northwest of the Compiled by Jessica A. Salerno airplane became the subject of an Alert accident site at an altitude of 1,675 Notice (ALNOT) issued by the FAA. A ft. MSL. The closest weather reporting Selected Accidents and Incidents in December search was conducted by the U.S. Navy station was located at Bremerton National 2016. The following NTSB information is and a Washington State search and Airport (PWT), Bremerton, Washington, preliminary. rescue team. The airplane was located located about 20 mi. to the south of the the morning of December 30, 2016. The accident site. A review of the weather ▶ December 29 — About 1844 PST, a wreckage was located about 1.5 mi. south revealed that conditions deteriorated Cessna 182P (N52388) crashed near of Dabob in steep, heavily wooded terrain. after 1615 with an overcast ceiling of Dabob, Washington. The private pilot A witness located at his residence, about 800 ft. AGL. A further review revealed and three passengers were killed in the 800 ft. to the southwest of the accident that at 1835, 9 min. prior to the accident, accident and the airplane was heavily site, reported that he heard the airplane the station disseminated an automated damaged. The Cessna was registered to flying southeast then east and that the observation, that reported, in part, wind and operated by the pilot as a personal engine was loud. Review of radar data calm, 10 mi. visibility, overcast ceiling at flight under FAR Part 91. Visual and revealed a primary target, consistent with 600 ft., temperature 5C, dew point 4C, instrument conditions prevailed in the the accident airplane, was traveling on altimeter 30.15 in. vicinity of the accident site at night. A a northwest heading climbing to about flight plan was not filed for the cross- 2,800 ft. MSL before descending and ▶ December 27, 2016 — About 1840

38 Business & Commercial Aviation | February 2017 www.bcadigital.com indications. . . .” This situation, said the copilot’s PFD were working properly. If t5, the PIC faced an increase of the dis- SAIA, should be corrected because it noticed, these instruments could have played pitch from 15 deg. to more than can lead to information about faults not given the crew the correct attitude in- 30 deg., an autopilot disconnection and being correctly identified by compo- formation to operate the aircraft safely. a PFD declutter with the display of red nent workshops. “However, this requires that the crew chevrons requesting pitch down inputs This failure mode meant that the can identify the malfunction and ratio- to exit the displayed unusual attitude PIC’s PFD indicated a sharp increase in nally evaluate the situation,” the report in pitch. pitch angle although the airplane was continued. Within those 3 sec., from a visual in level flight. Moreover, this led to the The crew was subjected to an un- point of view, the PIT (pitch) symbol automatic disconnection of the autopi- expected change in the aircraft’s was only displayed at most four times. lot. At the same time, the copilot’s PFD automation level with automatic dis- (A PIT symbol is displayed with a pitch displayed information that was consis- connection of the autopilot, which oc- miscompare between IRUs.) tent with the airplane’s actual attitude. curred during a flight phase where The PIT miscompare indication The left seater — the pilot flying — saw pilots normally do not expect any on the PFD displays — supposed to the pitch-down command and imme- changes, said the SAIA. The situa- inform the crew about the miscom- diately responded with a nose down tion, it said, indicates that the pilots pare between PFD-1 and PFD-2 — was control movement. The malfunction oc- initially became “communicatively iso- probably activated, said the SAIA, curred when the crew was performing lated” from each other. A contributing but was displayed on PFD-2 for a very the approach briefing, the SAIA noted, factor was the lack of regular training short period of time. By design, the which meant that their attention was of procedures for unusual attitudes. miscompare indication, along with divided between two tasks. According Nor were there any clear rule-based other information considered second- to the report, “This probably contrib- behaviors to fall back upon. There- ary, disappears at unusual attitudes uted to the surprise effect [and immedi- fore, the situation evolved into prob- to allow the crew to focus on a more ate PIC control input].” lem solving and improvisation, thus a limited set of information. While pilots are trained to respond knowledge-based behavior. The crew began to communicate op- immediately to large attitude excur- The SAIA acknowledged that the eratively with each other after 15 sec.; sions, the SAIA said perhaps proce- rapid change of the pitch angle indi- however, after another 2 sec. the maxi- dures should be developed to slow down cated on PFD-2, the severe changes mum allowable speed was exceeded. At that reflex a second or two so the crew in G-loads to which the crew was sub- t23, the airplane’s speed and attitude can evaluate what’s really happening. jected and the large number of audio were far outside the design envelope, The aircraft was equipped with and visual warnings probably contrib- which in combination with the spatial three independent attitude indicators, uted to the pilots focusing on their on- disorientation of the flight crew meant one of which indicated incorrect values. side PFD units. that the possibilities to regain control The standby attitude indicator and the In the 3-sec. period between t2 and of the aircraft were limited.

CST, a Piper PA22-108 (N5499Z) hit a killed. It was IFR, and no flight plan was services. No reply was received from the power line and terrain near Piedmont, filed for the personal flight that departed accident airplane and no further attempts Missouri. The private pilot was not Keystone Airpark (42J), Keystone to contact the airplane were made. The injured and the airplane was substantially Heights, Florida, about 1300. Preliminary wreckage was located by helicopter damaged during the accident. It was information from the FAA revealed the at an elevation of 5,400 ft. in steep, VFR at the time. The pilot reported to airplane was receiving VFR flight-following mountainous terrain about the same the FAA inspector that he had performed services and was at 9,500 ft. when the position as the last radar target. The pilot several touch-and-go landings. Then as pilot requested a descent for landing at held a private pilot certificate with a rating he approached the runway for the third GKT. At 1554, the controller approved the for airplane single-engine land. He was landing, the engine did not respond, when descent and issued an altimeter setting. issued a third-class medical certificate he added throttle. The airplane continued Radar data depicted a descent on a on December 3, 2013, and he reported to descend and the airplane’s wing ground track of about 340 deg., directly 12 total hours of flight experience on that impacted a power line. The airplane then toward GKT, between 130 and 150 kt. date. The pilot was issued his private impacted terrain, coming to rest inverted. groundspeed. At 1558, about 20 mi. pilot certificate on April 1, 2014, with Substantial damage was noted to the from GKT, the airplane descended below 45.3 total hours of flight experience. On airplane’s fuselage and wings. Fuel was the minimum vectoring altitude of 8,000 April 27, 2016, the pilot reported to his present on site. ft. It continued its descent on the same insurance carrier that he had accrued 272 ground track and about the same speed. total hours of flight experience, 219 hours ▶ December 26, 2016 — About 1602 At 1602, the radar target was at 5,400 of which were in the accident airplane. eastern standard time, a Cessna 182H ft., and abeam the peak of Mt. Conte (N1839X) was destroyed when it collided (elevation 6,500 ft.) when the radar target ▶ December 23, 2016 — About 1145 with mountainous terrain during descent disappeared. At that time, the controller EST, a Piper PA-28-161 (N31202) for landing to Gatlinburg Pigeon Forge issued the airplane a radio frequency was heavily damaged after it hit trees Airport (GKT), Sevierville, Tennessee. The change to the GKT common traffic and terrain during the initial climb private pilot and two passengers were advisory frequency and terminated radar from Middlebury State Airport (6B0), www.bcadigital.com Business & Commercial Aviation | February 2017 39 Cause & Circumstance

Possible Solutions? Event Action Callout Autopilot automatic Cancel warning Take “Autopilot off” “I have control” “The erroneous [left-side PFD pitch] in- disconnect control with confrmation from other pilot dication . . . must be considered so un- “Master Caution” “EFIS COMP EFIS COMP MON usual that one cannot anticipate and Cancel caution MON” with confrmation from caution prepare for the specific malfunction,” other pilot said the SAIA. “However, it is possible Pitch increase indica- (Compare attitude if “Nose high” with confrmation to foresee that unusual and unexpected tion on PFD not confrmed) from other pilot events of various kinds can occur. For “Stall, I have control” with confr- this reason, it is essential that flight Stall at high altitude Take control crews use systematic and well-re- mation from other pilot hearsed procedures for handling unusual and unexpected situations.” “Since it is not possible to anticipate “This means a system of initial stan- The current flight operations system all possible scenarios, it might not be ef- dard calls for clear, precise and bidirec- lacked essential elements that are neces- fective to introduce a new specific train- tional communication between the pilots. sary, said the investigators, and “In this ing like, for example, unreliable attitude The table below gives a few examples to occurrence, a system for efficient com- indicator. General methods should be in clarify the SAIA’s suggestions. munication was not in place. place to be able to solve unpredictable When all was said and done, the SAIA “The safety of commercial air trans- situations. made these findings, along with observa- port over the years has gradually in- “With this background in mind, the tions pertaining to causal factors. creased through the introduction of SAIA [believes] a general system of initial ▶The crew was qualified to perform the various procedures and training. In re- standard calls for the handling of abnor- flight. cent years focus has been on unreliable mal and emergency procedures and also ▶The airplane had a Certificate of Air- airspeed indication and upset prevention for unusual and unexpected situations worthiness and valid Airworthiness Re- and recovery training [UPRT],” the re- should be incorporated in commercial view Certificate. port continued. aviation. ▶The crew actions were according to

pilot held a private pilot certificate with located about 40 mi. south of Aniak just a rating for airplane single-engine land. below the accident location. On December The pilot was issued a third-class medical 16, a phone call was received by the Accidents in Brief certificate on August 6, 2009, with no Alaska State Troopers from concerned limitations. At that time, he reported 750 family members stating the airplane hr. of total flight time, of which 54 hr. were had departed from Aniak about 1400 on within the previous 6 months. In addition, December 15 for a flight to Marvel Creek the pilot held an A&P certificate with an and failed to return. Concerned, they Middlebury, Vermont. The private pilot inspection authorization. According to departed Aniak in another airplane on was fatally injured. It was VFR and no airplane maintenance logbooks, an annual December 16 to search for the overdue flight plan was filed for the local personal inspection was performed on June 16, airplane. They located the wreckage on flight. According to a witness, the airplane 2016, at a total time in service of 8,582 the southwest side of Marvel Dome at was not flown during the past 2 months. hr. The airplane hit trees, the ground, and an elevation of about 2,000 feet above The pilot cleared off snow from the came to rest in an upright position about ground level (AGL) and observed no signs airplane’s wings the morning of the flight 300 ft. from the departure end of Runway of life from the wreckage. and preheated the airplane. He then 19. The fuel tanks were breached; the performed a preflight inspection and left fuel tank exhibited thermal damage, ▶ On December 17, the NTSB sumped the fuel tanks. The pilot taxied and the right fuel tank was heavily impact investigator-in-charge (IIC) along with the airplane to Runway 19 and departed. damaged. an Alaska State Trooper, arrived at the During the initial climb, about 150 ft. AGL, accident site about 1400 AST. The the airplane’s wings “wagged,” the engine ▶ December 15, 2016 — About 1500 airplane impacted the southwest side of “skipped,” and then the engine sound Alaska Standard time, a ski-equipped Marvel Dome in a near wings level attitude “went back to normal.” The airplane Piper PA-11 airplane (N5028H) sustained and came to rest inverted, about 20 ft. continued to climb, it made a slight right substantial damage following impact with uphill from the first piece of noticeable turn, and then entered a left turn. When rising snow-covered terrain about 40 debris. Due to recent snowfall, no ground the angle of bank was about 45-deg., mi. south of Aniak, Alaska. The private scars were visible. The propeller was the airplane “stalled,” and “rapidly” pilot and sole passenger sustained fatal separated from the engine at the propeller descended until it struck trees. Another injuries. The airplane was being operated flange and located uphill about 80 ft. The witness stated the engine “sputtered” by the pilot as a visual flight with no remainder of the wreckage was contained several times, and that after the airplane flight plan. The flight departed the Aniak at a single location with the fuselage struck the ground, a post-impact fire Airport, Aniak, about 1400 destined for coming to rest on top of the left wing. The erupted. According to FAA records, the an off-airport ski strip near Marvel Creek closest weather reporting facility was at

40 Business & Commercial Aviation | February 2017 www.bcadigital.com standard operating procedures (SOP) between the simulator and the airplane. include: “The fact that fault descriptions until the beginning of the event. ▶No callouts were found in the opera- regarding an aircraft and its compo- ▶The airplane’s flight control system op- tor’s manuals for the abnormal proce- nents are reported in a less-detailed erated normally. dure EFIS COMP MON, nor are such manner might imply that the faults will ▶IRU-1 produced erroneous parameters callouts prescribed by regulations. not be identified and corrected in an (pitch, roll and heading) without any indi- ▶There are no regulatory require- efficient way. This can in turn lead to a cation of a fail message. ments for standard callouts for abnor- flight safety issue as, for instance, inter- ▶The erroneous recorded parameters mal or unusual situations. mittent faults cannot always be detected from IRU-1 were displayed on PFD-2. In addition, the SAIA found: by general tests.” ▶After autopilot disconnect, the airplane “The accident was caused by insuf- The SAIA sent to the European Avia- remained in level flight until the elevators ficient operational prerequisites for the tion Safety Agency (EASA), Transport commanded the airplane pitch down. management of a failure in a redundant Canada, Bombardier, the FAA and op- ▶The airplane was aerodynamically and system.” And it cited the following as erators recommendations for the devel- structurally intact at least until Vd and contributing factors: opment and implementation throughout MD was exceeded. ▶The absence of an effective system for the commercial air transport industry ▶No evidence of an inflight breakup has communication in abnormal and emer- of “a general system of initial standard been found. gency situations. calls for the handling of abnormal and ▶Information about declutter, unusual ▶The flight instrument system pro- emergency procedures and also for un- attitude and chevrons concerning the vided insufficient guidance about mal- usual and unexpected situations.” PFD units could only be found in the functions that occurred. Also, avionics manufacturers and manufacturer’s pilots reference manual. ▶The initial maneuver that resulted in regulatory agencies received recom- ▶Information about the removal of negative G-loads probably affected the mendations that they “Ensure that the comparator cautions in declutter mode pilots’ ability to manage the situation in design criteria of PFD units are im- could not be found in any manual. a rational manner. proved in such a way that pertinent cau- ▶The declutter function, concerning It said risk factors that could lead to tions are not removed during unusual the comparator cautions, was different problems in the future if uncorrected attitude or declutter modes.” BCA

the Aniak Airport, Aniak, Alaska, about 40 wing was partially separated from the was reported as wind from 330 at 4 kt., mi. north of the accident site. At 1456, fuselage at the aft spar attachment. The visibility 10 sm, clear skies, temperature a weather observation from the Aniak right wing also exhibited a leading edge 1C, dewpoint -2C, and an altimeter Airport was reporting, in part: Wind, 110 dent consistent with impact to a fence setting of 29.59 in. The airplane has deg. (true) at 7 kt.; visibility, 10 sm; cloud post. The left wing was deformed upward been recovered to a secure location for and sky conditions, clear; temperature, near the wing tip consistent with ground further examination. 30F; dew point, 30F; altimeter, 30.07 in. contact due to the collapsed landing gear. ▶ On December 11, 2016, at an ▶ December 21, 2016, about 1020 ▶ On December 12, 2016, about 0537 undetermined time, a Cessna T210M, EST, a Cessna Model 175C (N8381T) mountain standard time, a Quest Kodiak N761SZ, landed off airport in rough was heavily damaged during a forced (N772RT) impacted powerlines shortly terrain near Mecca, California. Aspen landing following a loss of engine power after takeoff from the Canyonlands Flying Club was operating the rented on approach to Runway 27 at the Holmes Field Airport (CNY), Moab, Utah. The airplane. The commercial pilot sustained County Airport (10G), Millersburg, Ohio. pilot (sole occupant) was fatally injured serious injuries; the airplane sustained The pilot sustained a minor injury and the and the airplane was destroyed. The substantial damage. The cross-country passenger was not injured. The airplane airplane was registered to Lease Air personal flight departed Colorado Springs, was registered to and operated by private LLC, and was operated by Aerowest Colorado, about 1200 PST (1400 CST) individuals. It was VFR and no flight Aviation doing business as Redtail Air, with a planned destination of Thermal, plan had been filed for the flight that as an FAR Part 135 relocation flight. California. It was VFR and no flight plan originated from the Davis Airport (W50), VFR conditions prevailed at the time of was filed. The pilot reported that he had Laytonsville, Maryland, about 0700. The the accident and a VFR company flight to adjust his route of flight due to weather. pilot reported that the engine lost power plan was filed. The flight originated from About 100 mi. from the destination while the airplane was on a one-half mile CNY at about 0536 and was destined airport, he switched fuel tanks, and the final for Runway 27 at 10G. His attempts for Salt Lake City International Airport engine began to run rough. About 12 mi. to restore power were unsuccessful and (SLC), Salt Lake City, Utah. A security from the destination, he switched fuel he executed a forced landing to an open camera video revealed the airplane took tanks, and the engine lost all power. He field east of the airport. The airplane off uneventfully, the pilot made a right could not glide the airplane to the airport, came to rest adjacent to a wire mesh turn and it appeared as if the airplane and touched down hard in hilly desert fence. The nose landing gear separated, started to descend slightly. Suddenly the terrain. The pilot was on the ground for the left main landing gear collapsed, airplane entered a rapid descent before an undetermined time trying to find his and the engine mount and fire-wall were it contacted powerlines and impacted cell phone to alert first responders of the deformed during the landing. The right the ground. At 0553, the weather at CNY accident. BCA www.bcadigital.com Business & Commercial Aviation | February 2017 41 DOM Notebook NextGen Technician Training A new school opens its doors, offering a fresh start for the future By Mike GaMauf [email protected]

nce a young person decides that exam in as little as one year. However, South Carolina. “However, many FAA fixing airplanes is their life’s call- not all programs are equal. Some teach schools do offer additional certifications ing, the next decision is learning the minimum standard to earn the cer- for some of these components for a mod- how to do that. Some choose the tificate but leave the technician lacking ern aircraft. I would highly recommend Omilitary; others enter line service and in technical knowledge. that any student acquire at least an avi- work as repairmen; and still others en- Regardless of the course chosen, onics certification. I would also recom- ter an FAR Part 147 technical school. there’s a problem with earning an A&P. mend general computer skills. For the vast majority of maintenance Unlike the rest of the world, where li- “Today’s aircraft are very integrated technicians, earning the Airframe and censing requirements have evolved with with technology and are basically a fly- Powerplant (A&P) certificate is the key the state of the art, the FAR Part 65 and ing computer,” he continued. “We are that opens the door to a career that is 147 rules and guidance have seen only now mainly troubleshooting with a lap- both challenging and rewarding. The minor changes in decades, virtually ig- top computer, or the aircraft’s onboard certificate confirms the holder has ac- noring huge technological leaps in the diagnostics.” quired basic knowledge and skill but way aircraft are operated and main- Without additional skills and training, he says, the prospective maintenance technician does not have a clear path to getting that first job. A Fresh Start Today there are several programs changing the way new technicians are trained. One familiar to me is offered at Cape Cod Community College (CCCC) in Barnstable, Massachusetts. In an environment where many A&P schools are closing or suffering low attendance, CCCC administrators are investing in a new state-of-the-art program for prospective techs. “A problem facing new AMTs just out of school is the void between the current required curriculum established by the FAA and the expectations of employ- The initial classes at Cape Cod Community College are a diverse mix of young and old, some ers,” said Bob Gould, an aviation safety with experience and others with just a dream and a hope for their future. and management consultant for western Massachusetts-based Bravo Golf does not guarantee landing that all-im- tained. Modern technician curricula Aviation. portant first job. in other developed countries include An aviation professional with over For those aspiring to become profes- subjects on electronic control systems, four decades in maintenance, manage- sional aircraft maintenance technicians computerized diagnostics and safety ment and safety, Gould notes a reluc- (AMTs), the path to good pay and satis- management systems, while in the U.S. tance among maintenance managers fying work will inevitably involve time tech students still sew modified seine to send brand-new technicians out for — and lots of it. Choosing the military knots on fabric to get that Curtiss JN-4 more advanced training, and yet the option means a minimum commitment “Jenny” airborne again. need for entry-level technicians is usu- of several years in uniform. If you can “The FAA A&P student curriculum ally very low. find work as a repairman, you’ll need to requirements are very outdated. They “On-the-job training is beneficial for put in at least 18 months of hands-on ef- don’t even touch on aspects of a modern newly hired technicians but is not con- fort before becoming eligible to take the aircraft, such as data buses, modern sidered business efficient — it is costly A&P test The quickest path to begin a avionics or composites,” said Heath Mc- for the employer,” said Gould. “New avi- career is through a Part 147 A&P school Daniel, aviation director of maintenance ation maintenance technician training where you can prep for the certificate for Michelin North America in Greer, programs such as Cape Cod Community

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College’s are designed from scratch but CCCC’s equipment and core are still restricted by FAA guidelines. courses are up to date and can take Their equipment and core courses are advantage of new training methods up to date and can take advantage of new and instructional techniques. training methods and instructional tech- the workings and logic of full authority niques.” digital engine controls and autopilots are By using industry input to address the closely examined. Employing modern subjects and training that are most valu- training aids and actual aircraft parts able, as well as receiving grants and do- helps with the hands-on lab work by nations, CCCC’s tech training program is keeping it relevant to current aircraft. off to a bright start. The first class of stu- pursue the latter — and many in the Tranchina noted that while some tradi- dents has just begun and we were invited initial classes are doing so — will upon tional schools had their tech students use to get a first-hand look at what could be a graduation have an A&P certificate and “pencil, paper, ruler, so forth” to create new trend in tech training and education. an associate degree, and will be halfway technical drawings, “we’re doing it on Investing a year or more to learn an- toward a bachelor’s degree. CCCC’s aca- our computers.” The key is to give the stu- tiquated skills to earn a certificate that demic class credits transfer to any other dents as much exposure to contemporary really does not prepare you for the job state college or university. technology within the mandatory class you want seems like institutionalized folly. hour limits. In addition to A&P training, And yet the need for qualified AMTs con- Betting on a Brighter Future CCCC has incorporated elements of the tinues. This is where the CCCC faculty Aircraft Electronics Technician certifica- saw a need and took action to fill it. The initial classes are a diverse mix of tion requirements to help students obtain “About four years ago the college presi- young and old, some with experience and their AET as well. Observed Tranchina, dent, along with Cape Air and a couple others with just a dream and a hope for “We’re definitely above and beyond the of other local companies, got together their future. norm, so that’s something cool.” and started lobbying for money to get “For the first couple of classes we have CCCC President Dr. John Cox agrees. this program going,” Miles Tranchina, a few high school kids, a few guys in their “Four years in the making, with a shared student retention specialist at CCCC, told fifties plus, and then everything in be- vision among faculty, staff, business BCA. Cape Air is a large regional carrier tween,” Tranchina said. and community members, our aviation with operations in New England, the Ca- Aside from potential students, the pro- maintenance technology program has ribbean and Micronesia and headquar- gram is also drawing interest from lo- begun!” he said. “With our first cohort tered in Hyannis, Massachusetts; its fleet cal maintenance departments, including of students, we’re at full throttle, creat- includes 83 Cessna 402s, four Britten- those at NetJets, JetBlue and, of course, ing opportunity and a trajectory of suc- Norman Islanders and two ATR-42s. Cape Air. Bombardier and Gulfstream cess toward graduation.” Tranchina went on to explain that have made contact and expressed inter- He went on to salute “the many mo- NASA and the Massachusetts Institute of est in job fair dates and helping with the tivated public leaders and donors who Technology together donated $300,000 curriculum and training. have supported our students through in tech scholarship funds, money that will “These companies want to implement this new program. And I appreciate the be apportioned to students in the first their equipment into our curriculum, and faculty and staff who have made major several classes. In addition, he said, the they want to do scholarships. They also changes in their lives to commit to Cape college received nearly $6 million in state, want to decorate the hangar with their Cod Community College and the educa- federal and Department of Labor grants, logos,” Tranchina said, adding, “As far tion and the hard work of our students. I covering all program costs, including fac- as employment opportunities, definitely look forward to supporting our students ulty payroll, to 2018. they’re in the loop.” as they successfully secure their FAA The facility, complete with training While pursuing the FAA certificate license and build their careers.” aids, aircraft and classrooms, is up and puts constraints on the curriculum, The controversy over A&P certifi- running. The plan going forward is to CCCC is exposing its students to as much cate qualifications and training is a have three classes a year (fall, spring, modern technology as practicable. Com- long-standing one and seems unlikely to summer) with 24 students in each and puter-based systems and training are be resolved any time soon. Sadly, there following a 12-month curriculum in prepa- applied wherever possible. For example, seems insufficient vision or leadership ration for their certificate exams. The within the aviation maintenance com- program is concentrated and fast paced munity to cause meaningful change to to meet the FAA required 1,900 class- Finding A&P the status quo even though aircraft are room hours, while still providing a tech- getting ever more technologically so- nically contemporary and meaningful phisticated. The minimum tech stan- education. While the CCCC program has Programs dards need to keep pace and there needs been approved by the FAA, the school to be more emphasis on preparing new The best place to find an FAA-ap- will evaluate how well it works and make technicians for the real workplace, not proved training program is at the FAA adjustments as it matures. one that predated the NDB. website. Many programs claim to be The second class launched in Janu- Until the day comes when aircraft “approved,” but it is always better to ary and interest is building for summer maintain themselves, the skilled and verify before you put down your hard- semester enrollment. In addition to the knowledgeable technicians will be vital earned cash. Visit http://av-info.faa.gov/ A&P certificate, students can earn an members of the aviation community. MaintenanceSchool.asp associate degree in applied sciences Programs like that at CCCC can help with an additional 23 credits. Those who them be their best. BCA

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FUEL - HANDLING - CHARTER - AIRCRAFT PARTS - AIRCRAFTS BUY & SELLING Schedulers & Dispatchers S&D Team, Tools and Tasks The not-so-secret professionals who facilitate movement from A to B By Kirby Harrison [email protected]

n the world of business aviation, get- trip setup and logistics to weather and li- scheduling, some don’t do catering and ting there safely and efficiently is the aison with professional trip planners such some don’t make crew overnight arrange- product of many partnerships, most as Universal Weather & Aviation and UAS ments. Some are the primary finance and Inotably those comprising schedulers, International Trip Support. legal authority in the department. Others dispatchers and pilots. That’s the team According to Gary Martin, mas- do only logistics. And some have dozens of that arranges successful flights long beter mission advisor with Universal people they manage.” fore launch, and the one that solves unex- Weather, virtually all of his business And then there are people like Holly pected problems on the fly. aviation trip planning involves schedul- Pendleton, at the Columbus, Georgia, head- A recent incident at Honeywell Flight ers and dispatchers. quarters of insurance giant Aflac. She has Operations is a case in point. The sched- Not long ago, Steelcase’s Smith con- been in the flight department for slightly ule called for a flight from Baltimore to ducted a survey of schedulers and more than 30 years, is now flight opera- JFK International Airport in New York dispatchers, asking them their responsi- tions coordinator, and is involved in rewrit- where the passenger was to transfer to bilities. The final list topped out at more ing job responsibilities for the NBAA. an airliner and continue on his journey. than 100 primary or secondary duties, FAA-licensed dispatchers are not re- However, an IFR ground stop was im- quired in an FAR Part 91 flight de- posed, threatening the connection. At partment, but they are mandatory in that point, said Chief Pilot John Tuten, Schedulers and dispatchers a Part 135 operation. Nevertheless, Manager of Dispatch Brett Ferrucci there are many schedulers with 20 recommended they fly the traveler to are the primary contact years or more of experience working Honeywell headquarters in Morris- for a corporate operator who handle town, New Jersey, where he could con- between passengers and the responsibilities more commonly tinue on to JFK aboard Honeywell’s expected of a dispatcher. AgustaWestland AW319 helicopter in With education and training, said time to catch the commercial flight. the flight department Smith, a scheduler or dispatcher is They did, and he did. better equipped to fill the logistic and A trip from Fiji to Australia by an- for arranging trips administrative role. “Whether it helps other flight department hit turbulence us more fully comprehend operational when it was discovered en route that situations, or provides soft science in- the CEO did not have the required en- and also serve sights regarding stress, communica- try visa. A quick-thinking scheduler tions or leadership,” she observed, “in was able to obtain the visa through the as the conduit order to be a trusted and knowledge- American Airlines SABRE schedul- able member of the department, the ing system and faxed it directly to the scheduler or dispatcher has to be al- aircraft prior to landing. through which lowed the opportunity for growth.” “One of the best things my director It is not usual for schedulers and dis- ever said to me was how much he likes information related patchers to participate in familiariza- knowing that he’s not alone when he’s tion flights with pilots, to understand flying; that scheduling is standing by to that trip flows. firsthand the operational demands in to help in any way possible when the flight and the ease and quality of ser- unexpected happens,” said Ann-Marie vices on the ground. Similarly, it’s not Smith, aviation administration super- uncommon for pilots to shadow sched- visor for Steelcase Aviation. ulers and dispatchers to better under- Schedulers and dispatchers are the stand their challenges and concerns. primary contact between passengers As with thousands of jobs in today’s and the flight department for arranging world, computers and instant, real-time trips and also serve as the conduit through ranging from crew assignment to ac- communications capabilities have impacted which information related to that trip counts payable, from wing-walk marshal- the roles of schedulers and dispatchers, flows. Craig Hanlon, chief pilot for DuPont ing to contract negotiations. mostly for the better. Where once they used Aviation, describes them as critical to the But what schedulers and dispatchers to labor under mounds of paper, they can communications process. Schedulers and actually do on a daily basis evokes a lot of now manage a hundred times more infor- dispatchers there handle everything from answers, said Smith. “Some don’t do pilot mation with the help of a rapidly growing

46 Business & Commercial Aviation | February 2017 www.bcadigital.com array of services — including Ac-U-Kwik and the Air Charter Guide. Among the latest digital tools available The S&D Show to schedulers, dispatchers and pilots are Of all the resources available to schedulers and dispatchers, those provided by the FltCtrl, a communications platform, and NBAA may be among the most valuable. FltCheck, which provides users with on- the-go tracking of important tasks and This year’s Schedulers & Dispatcher’s Conference, Feb. 7-10 in Fort Worth, is the checklists. According to London-based IT most visible, and perhaps the most valuable in terms of networking and information solutions specialist FltCtrl, its two new of- exchange. It is expected to draw more than 2,800 schedulers, dispatchers, pilots ferings are notable in that team members and exhibitors. can collaborate simultaneously to accom- Some 500 exhibitors will be on hand representing services including international plish tasks more quickly and with ease. Also new are sandstorm and dust trip planners, caterers, FBOs, fuel service providers, inflight high-speed internet spe- storm forecasts that will become part of cialists, airports, charter operators, hotels and ground transportation services. And ARINCDirect’s flight planning tools, al- this year, there will be a new presence on the exhibit floor: Cuba Handling, a ground lowing business aviation operators to fly service and trip planner for business aircraft visiting the island. more safely in arid regions such as the Recognizing that the number of FAA-approved dispatchers is growing, the show Middle East and North Africa. Integra- tion is now in beta testing and was demon- will actually open on Feb. 6, with day-one of a two-day Licensed Dispatcher Recur- strated at the 2016 Middle East Business rent Training program. Aviation Association convention in Dubai. In addition, the NBAA’s Certified Aviation Manager (CAM) program will be Jo Damato, director of operations and spotlighted. educational development at the NBAA, According to the association, more than 325 professionals have completed the recalls when she was in dispatching, there was very little of the current digital, high- CAM training or recurrent training requirements. Those earning the recognition speed technology available. Today’s in- include schedulers, dispatchers and pilots, of course, but also a good number of stant messaging, smartphones, tablets others ranging from maintenance techs to safety officers and financial analysts. and internet connectivity, she said, enable At this year’s event, more than 30 educational sessions are planned, and attend- schedulers and dispatchers to be more ees can earn up to three CAM points and training acknowledgements, said Tyler proactive. And yet, according to all involved in the Austin, NBAA project manager of professional development. scheduling and dispatching process, com- According to Mike Michols, association vice president for operational excellence munication among themselves is critical. and professional development, the show is meant to help schedulers and dispatch- For Honeywell’s Tuten, “Proactive and ers perform their jobs better, as well as provide an opportunity to grow and increase open communication on any potential is- their value to their flight departments. sues,” is a must. “It’s all about open lines of communica- The annual event rotates among different cities to increase access to attend- tion,” he said. “The other night, we had ees and exhibitors alike. The 2018 show is scheduled for Feb. 6-9 in Long Beach, multiple helicopter flights scheduled, but California. BCA weather was moving in and the freezing rain would ground the helicopter. About 20 min. before the passenger showed up schedulers, dispatchers and pilots en- the importance of the mission to everyone for the last helicopter flight, the manager joy and embrace their interactions and involved. “Anything short of a safe and who had been monitoring the weather work together to make it happen,” she seamless mission reflects on all of us, not contacted the pilot and the passenger was explained. just the crew.” rescheduled for the same flight on the There are also differences in work ex- There is also the necessity of a sin- company’s Challenger 300.” perience, often reflected in lifestyles that cere effort to understand the pilot’s point Pendleton noted that at Aflac, “We do are sometimes difficult to understand. of view and limitations. The fact is, she a preflight briefing with the pilots, and a “To a scheduler,” she said, “a pilot only pointed out, we don’t know what we don’t post-briefing when the pilots come home. experiences the benefits of travel, finan- know. “Pilots, a majority of whom are We talk about what we could have done cial reward and the acknowledgement of essentially highly skilled trade workers, differently, and what we should have done passengers and clients. It is easy to forget don’t have the foundation to understand differently, and what we’ve learned so it the missed family events, long and often some of my challenges, any more than I doesn’t happen again. I’ve got their back, boring days, stress of the mission, and do theirs.” and they have mine.” the cost and effort required to become Mutual trust is everything, concluded While some may perceive that the re- a pilot.” Smith. “In order for the continued suc- lationship between schedulers, dispatch- Conversely, she noted, “To pilots, cess of our department, our employees ers and pilots is contentious, Steelcase’s schedulers get to regularly sleep past and passengers need to trust that we will Smith maintains that’s a mischarac- zero-dark-hundred and their careers complete the mission. In order for our terization of the relationship generally, aren’t in jeopardy every time they take mission to be successful, the crew needs though it may have more to do with a par- a physical.” to trust the information and tools they are ticular company’s culture overall. Smith went on to note that two things given. In order for me to play my part in “In a company where professional- have been key to forging strong bonds that, I need to trust that my contribution ism and teamwork is a top priority, within her own flight department. One is is relevant.” BCA www.bcadigital.com Business & Commercial Aviation | February 2017 47 Know the Value The Aircraft Bluebook has been the industry choice for complete and reliable aircraft valuation data for more than 60 years. We provide in-depth information unmatched by any other valuation guide.

aircraftbluebook.com Available in Print or Online safety Aviation Guru The disappearing but all-important uber mentors

By James albright [email protected]

ou’ve heard we’re on the cusp of a pilot shortage of unprecedented magnitude. Half of today’s major Yairline captains will be retired in 10 years. Business aviation captains are getting older and it is no longer unusual to run into pilots having to worry about age 65 restrictions in some countries. That’s good news for the next generation of pilots; right? Maybe. But consider this: Experi- enced pilots once destined to mentor the next generation of aviators are too busy flying to instruct. Some pilots coming of age as captains today will never have heard a “There I was” story from the days when engines routinely blew them- James alBright/ selves apart. The growing pilot shortage has led to a shortage of the highest level of aviation mentor. “Mentor.” The word speaks volumes BCA to just about any aviation professional. The job at hand is so complex that it Knowledge alone, does not a guru make. Answer Man” was a natural fit. “I’ve would be next to impossible to achieve always been curious, and with aviation professional status without a little help as the “mentee.” The act of teaching I really tried to dig into the manuals not along the way. Becoming a qualified forces the teacher to up his or her game only to find out the ‘what’ but the ‘why’ pilot, engineer, mechanic, dispatcher, to ensure everything taught is accurate. behind it. I felt that once you know the flight attendant, or anyone involved in We should all attempt to learn what it ‘why,’ you can better understand and, if aviation, is not something any person takes to become an aviation guru. The need be, debate the ‘what.’” can accomplish solo. But anyone can be act itself will make us better aviators. Fascinated with airplanes, helicop- a mentor. What we need is the highest Becoming an aviation guru is an excel- ters and blimps as a child, Parker got level of mentors: the aviation guru. lent way of giving back to a profession his start as an “airport bum” hanging “Guru.” The word seems almost out that has given us so very much. So, let’s around Torrance Airport in Southern of place in an aviation context. And yet do that. Along the way we can examine California as a teenager, trying to soak many of us know a few aviators who de- the careers of a few aviation gurus to in all things aviation. He was mentored serve the title. These are the “go-to” better understand what makes them early on by a cadre of ex-military avi- experts who seem to know more about tick and to figure out how we can all as- ators and learned how to fly the “Air the airplane than those who built it, sume the mantle as the next generation Force way.” Coming up as a flight in- more about the steps needed to fly than of gurus. structor, he expanded into aerobatics those who wrote the procedures, and and soon found his way into all things more about the ins and outs of aviation What Motivates Most Gurus Challenger, from the early 600 series than just about anyone else. But being to the latest Bombardier 605s. He con- an “aviation guru” is far from what the We all get our start as novice aviators tinued to wear his instructor hat in the metaphysical connotations of the word and then apply varying amounts of ef- corporate aviation world and soon real- would imply. It is more about learning fort and zeal trying to remove the novice ized he was becoming the go-to person and instructing; an aviation guru is an tag from our resumes. Typically that inin his circle of Challenger pilots for all aviation mentor on steroids. volves a lot of training, note taking and matters from the aircraft to regulatory If you’ve never been a mentor, this investigation. For all mentors-turned- and international operations. might be lost on you. But anyone who gurus, there comes a time when the role His desire to share started when he has spent any amount of time in the of question answerer overtakes that of was a young flight instructor present- mentor role will tell you that the mentor question asker. ing safety seminars to other pilots as gets just as much from the relationship For Chris Parker the role of “Mister part of the FAA’s safety program. Next www.bcadigital.com Business & Commercial Aviation | February 2017 49 safety

accuracy of your knowledge, because others may rely on it.” How Most Gurus Get Their start

There is a common theme among many aviation gurus that begins with their first days in aviation. It all starts with a desire to become a better pilot, mechanic or other aviation professional. These men and women become known as meticulous note takers, and tireless researchers. They all have a compulsion to share. It is only a matter of time before they become the go-to resources for the rest of the community. Some aviation gurus appear to be a Capt. Chris Parker along- bit introverted and most have a quiet side a Cessna T-37 modesty that may disguise their true identities as “uber gurus.” Robert Hare, he ventured into writing for the Aircraft and learn more in 5 min. than in 5 hr. a retired Challenger, Gulfstream, and Owners and Pilots Association’s Flight buried in a maintenance manual. Or Falcon pilot, admits to the introversion Training magazine. But it was his ar- even a phone call to the friendly FAA and I can attest to his modesty. His path ticle “Are Part 135 Line Checks Nec- TERPS man in Oklahoma City. What to the road to becoming an icon in the essary” in BCA’s May 2004 issue that I’ve found is that almost anyone is will- Gulfstream IV world may sound famil- brought him prominence in the business ing to share their struggles and point of iar to many future aviation gurus. jet world. Soon he was fielding questions view if you are genuinely interested in “I was one of those obnoxious stu- from across the country and his role as what they have to say.” dents who asked all the detailed ques- aviation guru began in earnest. Looking at Parker’s curriculum vitae tions because I wanted to understand When a pilot graduates from learn- can be a bit intimidating for a younger the inner workings of the systems and ing for one person (him or herself) to pilot thinking about the uphill knowl- procedures,” Hare readily admits. He fielding questions from a cadre of other edge climb ahead. How does one take says his instructors were very good and professionals, the need for accuracy in- that first step to becoming more than knew their subjects cold. He took copi- creases dramatically. “Once I realized just a pilot? ous notes, hoping to review everything other pilots were calling me for advice,” “Nurture your passion. If you don’t have prior to each recurrent. “But my notes said Parker, “I became even more moti- it, you won’t put in the time to become a were so hard to read after that passage vated to learn and obtain accurate and true professional. And take notes. Some- of time, I rarely got much out of them.” timely information. It was a responsibil- one much smarter than me said, ‘The With the advent of word processors, ity I did not take lightly.” weakest ink is better than the strongest Hare was able to transcribe his notes Most aviators struggle to keep up- memory.’ I agree. Taking notes, putting after every training session. He folded to-date in an industry where constant pen to paper, has a tendency to cement later notes into the previous versions change is the norm. An aviation guru what you’ve learned,” Parker advises. and organized everything into easily has the added burden of always wanting “And finally, share what you know. Shar- referenced chapters. The notes became to know more, to expand the knowledge ing helps you take responsibility for the so expansive, he applied extra effort to base. This has been made easier with make sure they were the internet, of course. Parker makes accurate. liberal use of technology, but he isn’t at “My goal was to aid all hesitant to engage the experts one- my mediocre mem- on-one. ory. And like the old “There were always the usual sus- saw that says, ‘Chop pects: civilian aviation books, military your own wood and it training books, training providers, will warm you twice,’ manufacturer’s manuals, the alphabet this process of rep- groups, conferences, other pilots, etc. etition and organizing But I would have to say some of the best added to the value of nuggets I found came from people, and the notes for me,” he sometimes at unexpected places,” said said. After a while his Parker. “I managed to visit San Fran- peers noticed and his cisco ARINC, Los Angeles Center and notes proliferated. LAX tower. At a routine maintenance event at an MRO I would have a quick Capt. Robert Hare in a conversation with a maintenance tech Falcon 900 simulator

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Gulfstream pilots who had never met fundamental truths of being a profes- International, I don’t use it. I am very him began using his notes as study ma- sional pilot: The best way to learn is critical of pilots who think they know terials. He had arrived as an aviation to teach. Teaching forces you to get it better than the manufacturer and im- guru. The effort not only made him a right. “Being able to recite limitations, plement procedures that deviate [from better pilot but also raised the bar for aircraft systems and procedures is or] contravene those developed by the the entire industry. just not good enough,” he advises. “I manufacturer. The exception would Most every mentor got his or her start want to understand the background be cases where the manufacturer pro- from another mentor. “Associating with behind the limitations and procedures, vides guidelines to help operators de- people way smarter and more capable how the systems work and evolved velop their own procedures.” than myself helped to guide and moti- over the years and, most importantly, Many aviation gurus adopt the in- vate me,” Hare said. “Fear of failure mo- how each separate system/component structor position or have it formally tivated me to minimize the chances of assigned; it is part of their job and they failure. He who teaches, learns. I would fully embrace their role to teach oth- sponge up every bit of operational expe- ers. But not all gurus are former in- rience I could. I never minded saying I structors; some fill that teaching role didn’t know an answer, but as time went as purveyors of information. on, I had to say it less.” Hare spent many years as an instruc- Another Path: Find a tor for both FlightSafety International and CAE SimuFlite, broadening his im- Need and Fill It! pact on the industry and providing the time and experience to hone his guru While many pilot gurus tend to get their “chops.” But not all gurus have this type start specializing in a specific aircraft of formal teaching background. In fact, type and then branch out to specific most gurus come from the trenches. operational aspects of their profession, some pilots like to paint with a broader The Operational Guru brush. Much broader. Ivan Luciani admits that his life was defined early on. He was an eight-year- Capt. Ivan Luciani old kid watching the U.S. Thunderbirds perform in F-4 Phantom IIs for the first integrates with everything else to time, and that was it — he was hooked. form the whole.” He would become a pilot. From the be- Another responsibility of elevating ginning of his flying career he realized one’s status from mentor to guru is the key to success was in his attitude to- the need to get it right. According to ward learning. Luciani, “This is super critical as in- Luciani’s path took him to Hong Kong correct or inaccurate information can where he became the flight training adversely affect others, not to mention manager for a 25-aircraft company fly- destroy your own credibility. If it is ing everything from a Citation Sover- not supported by a recognized source, eign to a Boeing Business Jet. As a pilot such as Gulfstream or FlightSafety he relied on detailed written notes to break down complex subjects into more easily understood lessons. The word Mark Zee soon spread and those notes became required reference material. Mark Zee may have the broadest I first heard of Luciani when read- brush of them all. He got his start as ing his thoughts on how to best con- an air traffic controller, and moved on duct a functional check flight. His to become an airline station manager, notes on the procedure became my a flight dispatcher, and then an airline lesson on how to best write easily un- pilot for a major carrier. derstood test profiles. Through these experiences he real- Luciani believes good instructors ized that there are few more challenging can turn any flight into a training aspects of aviation than international exercise. A flight evaluation can be- operations. These challenges are made come the best teaching moment; the even tougher because they are chang- students are bound to pay attention. ing faster than anyone can really catalog “During line checks my ultimate goal with less than a full-time cadre of gurus. is to provide meaningful feedback that Zee couldn’t find a “one-stop” location would help make these pilots better, for the information he needed, so he in- individually and as a crew,” he said. vented it. Along the way to becoming an avia- An example of Capt. Luciani’s function He started with The Airline Coopera- tion guru, Luciani learned one of the check flight notes tive (http://www.airlinecoop.org), a group

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a Cessna Citation CJ4 account and works on several NBAA committees. But he got his start on the road to becoming an aviation guru by simply picking up the phone. He became a de facto go-to person for many colleagues on all matters pertaining to the CJ and FAR Part 135 compliance. “As is often said during primary training for a check ride or qualification event,” said Herman, “you don’t necessarily need to know everything, but you should at least master the fundamen- tals and be very familiar with where to find answers to the remaining questions within your available resources.” What separates an aviation guru from someone who is very knowledge-

airlinecoop.org able and otherwise gifted with systems Malaysia Airlines Flight MH17 wasn’t alone overflying hostile airspace prior to its shoot down. and procedures is a passion to share that knowledge and those gifts. Her- of 220 airlines that work together as think I’ve achieved something.” man started with one-page reference peers to share knowledge and improve There is no question that Zee is hav- sheets he found useful for many aircraft safety, security and efficiency. The idea ing a worldwide impact, but he got his procedures, but he didn’t stop there. is simple. On July 17, 2014, Malaysia Air- start in more humble beginnings. And His written notes and procedures be- lines Flight MH17 was shot down while that leads us full circle to our final came laminated documents and spread overflying the Ukraine; however, sev- example. through the community. He and like- eral other airlines knew well enough minded colleagues used secure internet to avoid the area. That’s one of many The Next Generation file-sharing websites to ensure resource reasons the organization was created. documents and other training materials From The Airline Cooperative fol- of Gurus got to those who needed them. lowed the Flight Service Bureau (h t t p :// While he is still young, 26, and will www.fsbureau.org), an international Like each of the aforementioned gurus, be building upon his experiences in the flight operations partner available to all Jason Herman understands he needs years to come, he is well on his way to within the business aviation community, to stay in the “learn mode” and will becoming an aviation guru. as well as the airlines. I am a member never have all the answers. His efforts and have found it the best way to keep on to become a better pilot and his pas- The Aviation Guru Shortage top of all international flight operations. sion to share knowledge promise to And in 2016, Zee unveiled OpsGroup elevate his status from mentor to avia- The pilot shortage is real and growing (http://www.opsgroup.com), a platform tion guru. and that means the professional pilot for pilots, controllers, dispatchers and Herman earned his pilot’s license force is “out there,” doing the job at managers to ask questions, provide an- at the age of 17 and earned his first hand. It would be tragic if the best and swers and learn from peers. advanced licenses at the Purdue Uni- brightest of those were too busy flying These organizations provide an- versity Department of Aviation Tech- to mentor the next generation. swers to the most-recent vexing ques- nology. He is now the lead captain of We all have a little of what makes each tions, all without a sales spiel or push of the gurus cited here the kind of go-to to buy something. Their websites pro- resources so vital to keeping things safe. vide a platform for sharing accurate Sometimes all we need is the motivation knowledge. and a little knowledge on how to take it “The more you learn, the more you up to the next level: realize you don’t know,” said Zee. (1) Study all available resources. “Early on, I always thought there was (2) Dig deeper. Sometimes a mainte- a finite amount of knowledge for a spe- nance manual will shed light on what a cific area of aviation, and that when I pilot manual glosses over. had finally learned everything, I’d be (3) Edit your notes. A second or third able to call myself a pilot, a controller, look can turn idle scribble into gems of a dispatcher. Now I see a 180-deg. re- knowledge. versal in my thinking. I don’t make it a (4) Share. There was a generation be- secret if I’m not sure of something. The fore you and there will be a generation most dangerous people in aviation are that follows. the ones that pretend to know it all. Ev- Technology can turn us all into bril- eryone is winging it to some degree. So, liant technical writers and illustrators. if I can make it easier for people to ask Capt. Jason Herman alongside his Cessna It has never been easier to become an questions, and feel OK doing so, then I Citation CJ4 aviation guru. Why not you? BCA

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an Rice, chairman of Transys- tems LLC, a family owned bulk commodities transportation Dcompany and Citation M2 operator, doesn’t believe in accidents. Rather, in his view, mishaps are actually pre- ventable results of human error that can diminish productivity, balloon operating costs and, in the most extreme, jeopardize people’s lives. And it’s pre- serving life that matters most. Rice’s company motto is telling: “Safety . . . Families Depend on It.” “Everything is foreseeable, if you look far enough ahead,” he says. As a result, Rice has instituted the Transys- tems’ Safety Management Program (SMP), a comprehensive system of policies and procedures that covers every aspect of company transportation, including operation of its 325 Class 8 trucks, cargo loading equipment, Dan Rice, chairman of Transystems LLC and the company’s Cessna Citation M2. company-owned automobiles and, of course, its light jet aircraft. transportation needs and benefit to the and Transystems’ regular destina- Founded by John Rice in 1942, Tran- company’s bottom line. It’s a winged tion airports varies considerably over systems has a management policy that bus and not a royal barge. It’s intended a 12-month period. During summer focuses on work quality, integrity and to move people out and back on com- months, thunderstorms are common professionalism. Safety, respect and pany business in “reasonable time” and there is the constant need to con- trust are among the Great Falls, Mon- rather than being a total substitute for sider weight/altitude/temperature tana, company’s core principles. Its commercial airline transportation. limits when departing hot-and-high SMP is a tangible extension of those The business jet mainly provides airports. In the winter, ice, slush and fundamental values. service between the company’s head- snow can contaminate or even clog run- Cost reduction is a secondary ben- quarters and business destinations in ways. Storm systems often create icing efit of its SMP, according to Rice. Rec- Billings and Sydney, Montana; Twin hazards at stopover airports. ognizing the impact of the program, Falls and Boise, Idaho; plus Fargo and Transystems’ flight operations SOPs Transystems’ insurer slashed the com- Grand Forks, North Dakota. Occasion- are an outgrowth of the SOPs used for pany’s annual workers’ compensation ally, it flies between Great Falls and its truck and company car operations. premiums by 29%, based on earning a Edmonton, Alberta. As those ground vehicles operate in relatively low workers’ compensation The aircraft operates year round, the same conditions, Rice is able to use modification rating. Its crash rating, normally pausing only for scheduled many of the same risk mitigation and a measure of accident probability, has maintenance inspections that typically hazard elimination measures for air plummeted to the 18th percentile. In are performed by Textron Aviation ser- and ground activities. short, employees at Transystems are vice centers. It is enrolled in the Cessna One notable exception is payload. considerably less likely to be involved ProAdvantage and Williams Interna- On the ground, the White Freightlin- in an injury or non-injury accident than tional Total Assurance fixed cost per ers haul feed stocks, equipment and the average transportation services flight hour maintenance programs. supplies. In the air, the Citation car- company. Rice acknowledges that the company ries company managers, sales staff As for the M2, Rice describes it pays a premium for such services, but and technicians. Rice actively tasks as “just a different, more expensive he’s unwilling to take chances with the aircraft passengers to take personal company vehicle.” The Citation is safety of his employees by opting for responsibility for their own safety by viewed as a shuttle vehicle available second-tier maintenance. adhering to applicable sections of the to anyone in the company based upon The weather around Great Falls aircraft SMP.

56 Business & Commercial Aviation | February 2017 www.bcadigital.com Air Shuttle SOPs To have the most impact, an SOP document has to have the endorsement of the company’s top management. Transys- tems’ air shuttle SOPs don’t just have Rice’s signature on them. They originated in his office. The document largely was created by Rice’s son, Curran, who has master’s degrees in industrial psy- chology and English and serves as the company’s technical writer. In under- taking the task, he asked himself about the purpose of and audience for the document. Accordingly, he focused on lean writing, making the document clear, not muddying it with gratuitous verbiage. That concern led to elimination of technical jargon to facilitate ready understanding by all company employees. The finished document is only 26 pages, providing easy guidelines and links to more comprehensive references needed by certain stakeholder groups. In keeping with the company’s safety philosophy, the SOP tasks the pilot, passengers and company with specific actions to mitigate risk. Rice believes in metrics. The company’s M2 is operated by a single pilot who is required to complete recurrent FAR Part 142 simulator-based training at FlightSafety International every 12 months. Formal winter weather operations recurrent training is required every autumn and structured warm weather training must be completed each spring. Other knowledge-based online training courses offered by Flight- Safety may be included. As part of preflight preparations, the pilot must use both the Cessna CLCalc loading calculator and CPCalc performance calculator to ensure the aircraft remains within the center of gravity envelope and that there are adequate performance margins. Computed results from CLCalc and CPCalc are recorded and kept on file for audit purposes.

Transystems’ flight operations SOPs are an outgrowth of the SOPs used for its truck and company car operations. The photos to the right are from their simulator training.

The pilot is given full responsibility Managing passenger expectations is important to control costs, that is sec- and authority for safety of flight and a key part of the SOPs. The pilot is ex- ondary to focusing on passenger needs. has the final word regarding dispatch pected to inform passengers regarding If weather or maintenance issues re- approval, including loading, deferred weight and outside air temperature limi- quire route deviations or unscheduled maintenance items and weather delays tations when departing warm weather overnight diversions, Transystems or cancellations. In flight, the pilot has airports, and, before departure, about doesn’t hesitate to pay the additional final authority on deciding whether it’s possible weather delays or diversions. costs that result. safe to proceed to the destination or di- Rice says that passenger safety and “It’s so essential for the passengers to vert to an alternate. comfort are top priorities. While it’s have confidence in the pilots. We don’t www.bcadigital.com Business & Commercial Aviation | February 2017 57 operator Profile chase fuel burns. We’ll plan flights with Parts of the procedures are carried The risk assessment tool also recog- weather and turbulence in mind.” over from its Class 8 truck SMP. An anal- nizes that the University of North Da- The shuttle manager and pilot also are ysis of injuries suffered by truck drivers kota conducts intensive flight training charged with assessing all aspects of FBO indicated that many involved attempt- at Grand Forks Airport (GFK). The high conditions and services, including over- ing to enter or exit the cabs while people student pilot traffic volume is included in night hangar and rental car availability, were carrying beverages, packages or the risk assessment tool. ramp condition and traffic volume, ice/ briefcases. When the company instituted Once the risk level reaches a specific rain/slush accretion and availability of a both-hands-free and one-foot-at-a-time cautionary level, the flight must have deicing services, if required. entrance/egress protocol for truck driv- approval from either the company’s vice Scheduled calendar-, hourly and cycle- ers, the associated accident rates were president of safety or Dan Rice prior to based maintenance should be performed significantly reduced. The procedure dispatch. If the risk level reaches a spe- at Textron Aviation service centers, ac- was carried over to aircraft operations. cific warning level, the flight will not be cording to the shuttle SOP. The allow- Passengers are instructed to hand their approved for dispatch. able window for each type of inspection bags and beverage containers to people is published in the shuttle SOP, provid- on the aircraft before setting foot on the Top to Bottom ing operating flexibility while comply- boarding ladder. That frees the passen- ing with inspection requirements. This gers to use both hands for support. Safety Culture provision inside the document enables Passengers also are advised to avoid passengers to anticipate periods when ice buildups on airport ramps during Rice sets the tone for the overall Tran- the M2 will be out of service for required winter months. In extreme cold storm systems SMP, shuttle SOP and safety maintenance. conditions, they’re also provided with culture. He embraces change and Airplanes, though, do break. In the ice crampons to fasten to their shoes for encourages suggestions from all em- event of an AOG event that requires the better traction. ployees, as well as sources outside the company, that can improve the effec- tiveness of the programs. Transystems’ safety (As an aside, when he asked BCA to review the shuttle SOP and offer improvement Philosophy tips for improvements, he responded by saying eight changes went into the ▶Lead: Take action and respectfully address unsafe acts and conditions. document within 10 days as a result.) He won’t let safety tips languish in ▶Listen: Seek information, listen to others and share their ideas. the “dark hole” of a suggestion box. ▶Own: Choose to stay above the line and always ask, “What else can I do?” “Anyone can identify a risk,” he says, ▶innOvate: Explore and share your ideas. “but it must be submitted to a supervi- ▶UnLeash POtentiaL: Be eager to learn. Be eager to teach. Be eager to grow. sor with a suggestion as to how to fix the problem. The supervisor must act on that suggestion in 48 hr.” aircraft to be pulled out of service unex- Occasionally, all passenger seats in the Rice personally meets monthly with pectedly, the shuttle manager first must M2’s main cabin are filled and it’s neces- the pilot for a candid two-way conver- notify passengers of possible delays, then sary for the pilot to put a passenger in sation. It’s clear and convincing proof contact Textron for maintenance sup- the copilot’s seat. Transystems has strict that the chairman sets policy for flight port. Factory support for remedying rules for such passengers, including operations. He alone takes complete unscheduled maintenance snags is pref- zip-lip sterile cockpit procedures below responsibility for safety of flight. erable, but factory authorized Part 145 re- 10,000 ft., how to spot and advise the pilot Transystems also follows up with pair stations may be used when needed. of proximate air traffic, how to use emer- its “TransTopix” quarterly newsletter In accordance with the aircraft’s com- gency equipment and what not to touch. that leads off with a safety summary prehensive minimum equipment list, Some passengers may be new to rid- written by Scott Lind, president and non-critical maintenance snags may be ing on the Citation. The SOPs provide COO. Rich Carl, vice president of safety, deferred. But the shuttle SOP also rec- for a lead mentor passenger who func- also has a regular column. Most of the ognizes that piling up deferred squawks tions as a safety-conscious gate agent safety topics focus on ground activities, until the next scheduled inspection point and flight attendant. The mentor passen- including driver training and formal can cause the aircraft to be out of service ger not only instructs new passengers on qualifications, plus loss reporting, but for a prolonged period. So, it cautions SOPs and safety procedures, he or she they reinforce the safety culture that against deferrals that could have a nega- also is responsible for emergency egress permeates all aspects of company op- tive impact on aircraft availability. from the cabin should it be necessary. erations. Various forms of the “S” word, Transystems’ shuttle program man- The SOPs contain specific risk rating such as safe, safety, safely and unsafe, ager also is tasked with providing semi- limitations that add up terrain, weather, appear as many as six dozen times in annual training for passengers. The visibility, load, density altitude, runway the 20-page newsletter. company has specific procedures for length, runway condition, key senior Rice believes that people are Tran- how passengers must approach and de- managers onboard and crew duty day systems’ most valuable resource. The part the aircraft on the ground, how they factors, among others. The limitation on width and depth of the company’s SMP, must board and disembark, how carry- the number of key managers aboard as- including its shuttle SOPs, are testi- on and stowed baggage is handled and sures that company operations will con- monies to his commitment to the well- what may be carried or consumed on tinue without interruption in the event of being, peace of mind and quality of life the aircraft. a catastrophic accident. of his team. BCA

58 Business & Commercial Aviation | February 2017 www.bcadigital.com AC-U-KWIK Data Powers Business Aviation Across the Globe

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FOR AS LITTLE AS $10 MILLION, YOU CAN equivalent still air distance missions. buy a Legacy 650, an aircraft that can Operators can bank on 400-kt. block fly 8 passengers from London to New speeds for shorter trips and 420-kt. York, Beijing to Moscow, Singapore to block speeds for long-range missions. Sydney or Sao Paulo to Miami. It offers On shorter trips, operators can push a three-zone cabin, a large aft lavatory it up to Mach 0.78, but fuel consump- with windows and a 240-cu.-ft., full- tion increases considerably. Redline is time access, aft baggage compartment, by far the largest in its a modest Mach 0.80, but VMO is 320 KIAS so you can keep up class. And it’s got another 46 cu. ft. of carry-on luggage room with jetliner traffic while descending on arrivals. in the cabin. The aircraft has a relatively stiff wing structure, thus its The Legacy 650 can fly 500 nm farther than the Legacy 500 ride in turbulence can be rather crisp. Pilots love its systems because it carries 2,430 lb. more fuel, mostly in new aft ventral redundancy, reliability and handling qualities. It’s no Falcon tanks and an increased capacity center wing fuel tank. The jet, but its control forces are considerably lighter than on vin- aircraft also has dozens of other improvements, including 13% tage Gulfstreams. more powerful and fuel efficient Rolls-Royce A3007A2 engines Most purpose-built business jets have better runway per- with new wide-chord fans, upgraded refueling and fuel trans- formance, but the Legacy 650 can comfortably depart most fer systems, stronger glass windshields, more robust rolling airports with 6,000-8,000 ft. of pavement at MTOW. The air- stock, reinforced wings with a higher full flap speed, improved craft is not weight restricted when departing BCA’s 5,000-ft wiring harness and updated Honeywell Primus Elite avionics .elevation/ISA+20C airport. with standard flat-panel displays, coupled VNAV and RNP 0.3 Although it’s not the top performer in class, the Legacy 650 is guidance, plus optional FANS-1/A, CPDLC, WAAS LPV and ideally suited to charter operations because it has unsurpassed XM satellite radio weather. But the cockpit is dated by current dispatch reliability, 6-month scheduled maintenance intervals and standards, lacking an edge-to-edge attitude indicator, syn- low operating costs. All up, you can fly this aircraft for less than thetic vision, full-feature MFD and a HUD. $3,000/hr., including fuel, Rolls-Royce Corporate Care, Embraer The three-zone, 13-seat cabin typically is configured with a Executive Care, hangar, crew and insurance, says Lenny Alava, a four-chair club section up front, four-seat conference group- senior charter captain for a U.S. east coast firm. ing with credenza in the center and a semi-enclosed aft state- While the aircraft is reliable, Alava cautions buyers to look room with three-seat sofa sleeper plus two facing chairs. carefully for corrosion during pre-buy inspections. He also Unlike other aircraft in this class, the Legacy 650 has a shal- says that Embraer Executive Care is not available after 10 yr. low dropped aisle rather than a fully flat floor. And the fuselage from delivery and that replacement parts prices can be dear. cross-section is leaner than most other long-range business If an air cycle machine must be replaced, for instance, plan on aircraft, about the same as a Citation Longitude. Still, the 42- spending $200,000. The top level EEC is expensive but worth ft. net interior length and large number of cabin windows give every penny, says Alava. the interior a spacious feel. In addition, subtle aerodynamic The Legacy 650’s main competitors are purpose-built busi- improvements and acoustical insulation reduce interior sound ness jets, including Dassault Falcon 2000LXS with better levels 3 dBA compared to the Legacy 600. performance, but a much shorter cabin; Challenger 650 with Most aircraft are fitted with a forward galley with wet sink, slightly more range, but a shorter cabin and restricted tanks- microwave oven, power outlets for small appliances, storage full payload; Gulfstream G450 with better performance, a compartments and tableware. Some aircraft have an optional shorter cabin and higher operating costs; and Dassault Falcon forward crew lavatory, in addition to the main aft lavatory. 900LX with higher performance and a smaller cabin. Flight attendants say the forward lavatory compromises The Legacy 650, though, has relatively low direct operating needed storage volume. Standard equipment also includes costs and airline-spec dispatch reliability. Resale values for these Airshow 4000, inflight entertainment system and front and aircraft, though, have plummeted, according to Penton’s Aircraft rear 17-in. flat-panel monitors. Inmarsat Swift Broadband 432 Bluebook price digest. When new, retail prices ranged from $30- and Iridium satcom systems are available. to $32-million, plus options. But now, early 2010 models sell for as True to its roots as a work-a-day regional airliner, it initially little as $10 million and 2015 models only command $17 million. climbs into high thirties or up to FL 410, its certified maxi- If you’re a charter operator in the market for a transatlantic mum altitude. Maximum cabin altitude is 8,000 ft. It cruises range aircraft with rock-bottom operational costs that accom- at Mach 0.74 on long range missions. Embraer says to plan on modates 12+ passengers and virtually all the baggage they can 9+30 block times and an 18,409-lb. fuel burn for a 3,900 nm bring along, the Legacy 650 is a strong contender. BCA

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Edited by Jessica A. Salerno [email protected] News of promotions, appointments and honors involving professionals within the business aviation community ▶ GE Aviation, Services, Evendale, Ohio, Air 7, Camarillo, Califor- prevent safety problems in the national airspace system. nia, announced that Cherie Hecker has joined the company as ▶ GE Aviation, Services, Evendale, Ohio, named Jean Lydon-Rod- vice president of operations, where she is responsible for over- gers president and CEO. Tony Mathis was promoted to president sight of operations efficiency, client engagement and leadership. and CEO of GE Aviation, Military Systems. Most recently, Lydon- ▶ C&L Aerospace, Bangor, Maine, announced that Tim Bueschen Rodgers served as president and CEO of GE Aviation, Military has joined the company as regional sales manager. Bueschen Systems. Mathis joined GE in 1997 and most recently served as joins the company’s Bangor office to cover the Southern U.S., the senior account executive for GE Aviation at Boeing Commer- Caribbean Central and South American regions. cial Airplanes in Seattle. ▶ Constant Aviation, Cleveland, Ohio, announced the addition of ▶ Global Jet Capital, Boca Raton, Florida, appointed Ben Murray Stan Younger to the company’s senior leadership team. Prior to as senior managing director of Asset Management responsible joining Constant Aviation he was vice president of all Service Cen- for developing, implementing and managing ters for Bombardier and also spent 20 years at Cessna Aircraft the company asset management strategy eventually earning the title of vice president of Service Facilities. identifying which of the company’s post-lease ▶ Corporate Concepts International, Inc. (CCI) announced that aircraft can be re-deployed as net earning Chris Zarnik has been certified as a senior aircraft appraiser assets. Murray joins Global Jet from Land- by the American Society of Appraisers. He server international mark Aviation where he was president of air- and domestic clients from CCI’s regional office in Raleigh, North craft management and charter for four years. Carolina. BEN MURRAY ▶ Honeywell, Morris Plains, New Jersey, ▶ Dassault Aviation, Teterboro, New Jersey, named Damien Far- announced that Darius Adamczyk, president and COO has been ret director of customer relations and field service at,. Farret elected to the company’s board of directors. Earlier this year, the replaces Eloi Dufour, who was named director of aircraft deliv- company announced that Adamczyk would succeed CEO Dave ery and pre-owned management. In his role, Farret will lead the Cote, beginning March 31, 2017. Cote will continue as executive company’s customer support organization for Europe, the Middle chairman until April 2018. Adamczyk’s election to Honeywell’s East, Africa and India. He joined Dassault in 2002 and most board is an important step in his transition to CEO, the company recently served as director of technical engineering. said. ▶ Duncan Aviation, Lincoln, Nebraska, announced that Chris Jordan ▶ LMI Aerospace, St. Charles, Missouri, appointed Jay Inman has joined the turbine engine service sales team at its Mesa, Ari- president of Engineering Services, a role he has held on an zona, location where he will focus on TFE731, HTF7000 and Pratt interim basis since September. Keith Schrader has been named & Whitney engine services. Jordan joins Duncan after 19 years at vice president of operations at LMI, overseeing the company’s Honeywell Aerospace. Bob Hazy has assumed the role of manager aerostructures operations and support functions. of Duncan Aviation’s Sacramento and Hayward, California, satel- ▶ Lufthansa Technik, Hamburg, Germany, announced that lite shops. Wayne Sand has assumed the role of manager of Dun- Andreas Tielmann, 47, is the new CEO of Lufthansa Technik Logis- can’s Denver and Broomfield, Colorado, satellite shops. tik Services, taking over the role from Dr. ▶ Esterline Corp., Bellevue, Washington, appointed Pierre Rossi- Christian Langer who is moving to Lufthansa gnol has been appointed president of Advanced Sensors Group Technik as head of Digital Fleet Solutions. of companies, comprised of five manufacturing and aftermarket ▶ Pentastar Aviation, Waterford Michigan, facilities. Rossignol replaces Charlie Johnston, who is retiring at announced that Calvin Ford has joined in the the end of this year. position of Client Relations — Emerging Mar- ▶ Farsound Aviation, Romford, United Kingdom, has appointed kets, reporting to Brad Bruce, executive vice Gary Horobin to the newly created position of vice president of ANDREAS TIELMANN president of maintenance and sales. Most business development Asia at. Horobin, based in Japan, most recently, Ford served as marketing manager for Ford Motor Co.’s recently served as program controller for Rolls-Royce in Tokyo, Lincoln Navigator. where he oversaw procurement and supply chain functions, ▶ Priester Aviation, LLC., Wheeling, Illinois, named Ted Pietrolaj including supply chain design and implementation. vice president of charter sales for a charter company based in ▶ Flight Safety Foundation, Alexandria, Virginia, announced that Wheeling, Illinois. Pietrolaj previously served as owner services Kenneth Hylander, chairman of the Flight Safety Foundation’s executive for the company. Board of Governors, was named chairman of a National Acad- ▶ Solairus Aviation Petaluma, California, announced that Eric emies of Sciences, Engineering and Medicine ad hoc committee Wildt has been promoted to vice president of marketing and on aviation safety assurance. The committee’s mission is to cre- communications. ate a national research agenda to develop tools needed to sup- ▶ Textron Aviation, Wichita, Kansas, reported that Ralph Heath port a prototype for a safety monitoring and assurance system to has been elected to Textron’s board of directors. BCA

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HillAero True North www.hillaero.com truenorth.aero TO REACH OUR AFFLUENT 66 63 COMMUNITY CONTACT: HondaJet Western Aircraft hondajet.com www.westaircom/fbo [email protected] 6-7 70 www.bcadigital.com Business & Commercial Aviation | February 2017 71 BCA 50 Years Ago February 1967 News In the closing weeks of 1966, three successive items appeared in influential papers damning private and business aviation for freeloading on the U.S. taxpayer. “Fly now, pay never,” was how the New York Times reported it. — BCA Edited by Jessica A. Salerno [email protected] The third item appeared in the liberal and authoritative New Republic. It simply said that corporate aircraft received $5,000 per plane in “free Federal service.”

EarlyEarly forebearforebear ofof thethe 19671967 Cessna 210 CessnaCessna 210210 isis thisthis 19271927 model.model. InIn post-WW II era, Cessna lost faith in full-cantilever high-wing, dropping it entirely with the Model 195 in 1954. Though the turboprop Gulfstream has become a legend in its time, Grumman Supersonic business jets? has shown little haste bringing it into A supersonic Falcon? Why only the jet age. Perhaps space/military- committments were a factor, but the f ve years ago we were churning Gulfstream II comes as one of the latest around in revamped Lodestars. Pilots business jets to seek FAA certiﬁ cation, interviewedinterviewed byby BCABCA saidsaid theythey believedbelieved thethe actualactual f yy-away-away ppricerice ooff a as well as one of the most expensive ($2.1 million). There is a waiting line of business SST would be closer to $10 million and that they expected them to be in the customers to testify that the cost, and post-Gulfstream generation (1975-1980 era). wait, are well worth it. The II of ers a 54,000-lb. max gross and such performance features as a MMO of 0.085 and Worldjet (PD-808) Certiﬁ ed. Joint venture of Douglas Aircraft (design and operating ceiling of 41,000 ft. consultation) and Piaggio of Genoa (manufacture), business plane formerly called the “Vesperjet,” offers useful load of over 8,000 lb., seven to 10 places, and a max rangerange ofof overover 1,2501,250 mi.mi. SSpeedspeeds ofof overover 470 kt. are reported. PD-808 In 1966, the starting rate for a licensed (A&P) mechanic was $2.44/hr.; high rate was $3.50/hr. An apprentice mmechanicechanic wwasas eearningarning aaboutbout $$1.50/hr.1.50/hr. wwithith a hhighigh ooff $2.50/hr.$2.50/hr. LLineine serviceservice pperson-erson- nel were receiving between $1.26- $2.34/hr. Electronics technicians and TV service shop technicians earn $2.94/hr. to $3.90/hr. FBOs may have a labor crisis.

Lear Jet Industries will now sell direct from factory to dealers instead of (as in the past) through distributors. In New York area, company will be its own dealer. Prior to change, LJI had six distributors and 12 dealers. An interesting name for an instrument — GARMI. It’s an ADF, VOR and Automotive industry nemesis, Ralph Nader, author of Unsafe at Any Mag heading all on one instrument. Speed, is turning his attentions to aircraft safety, primarily as it concerns the airlines. Allen Aircraft Radio (AAR), based in Because of the tempest this individual raised in the auto industry, aviation people are Elk Grove Village, Illinois, claims that whether you ﬂ y VFR or IFR, it will be not passing Nader’s statements off as idle prattlings. Some feel he is making sound- easier and safer with a Garmi at a price ings for a possible follow-up to his best seller — this one on aviation safety. BCA of $795.00.

72 Business & Commercial Aviation | February 2017 www.bcadigital.com

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