Beruflich Dokumente
Kultur Dokumente
com
aviationweek.com/2017acukwik
FBOs come and go. Do
you know what to expect
when you arrive?
SPECIAL REPORT
2016 IFEC
The Internet of
Airborne Things
Now IFECand the rest
of the aircraftare
becoming part of the
Internet of Things
Its offcial. The Garmin G5000 Integrated Flight Deck upgrade for the Beechjet 400A/Hawker 400XT is now available
at select Garmin authorized dealers. Modernize your cockpit, increase your aircrafts utility and get signifcant weight
savings and lower operating costs all while outftting for global NextGen airspace initiatives.
For more information, contact Dave Brown, Integrated Flight Deck Retroft Programs Sales Manager at
Dave.Brown@Garmin.com or 913-440-1714. Or visit Garmin.com/aviation.
11 Intelligence
26
Features
26
DIGITAL EXTRAS
Notebook:
40 DOM
Really Big Iron
Mal Gormley
Mike Gamauf
Dont be afraid;
be prepared
51
WP1
Reliability,
42 Safety,
Comfort
James Albright
40
WP2
WP3
Stall in
46 Approach
Akron
Richard N. Aarons
Poor piloting, training, hiring
oversight, SOP compliance
and FAA monitoring
34
AviationWeek.com/bcacustomers
Garmin G5000
for Beechjet
400A/400XP
Fred George
34
and Business
51 PBN
Aviation
David Esler
Performance-based
navigation promises
to make air traffic
management more
efficient than ever
WP4
Filed Route
Reroute
Departments
7
48
60
59
62
Viewpoint
71
72
Advertisers Index
Accidents in Brief
On Duty
20/Twenty
Products & Services
Previews
COVER
BCAs cover this month
illustrates our special report
on Business Aviations
Internet of Things by
Contributor Mal Gormley
www.bcadigital.com
61 BCA Marketplace
Business & Commercial Aviation | December 2016 1
50
International Operations/
Features Editor David Esler david.esler@comcast.net
Art Direction Lisa Caputo lcaputo@aviationweek.com
Art Department Scott Marshall scott.marshall@aviationweek.com
Colin Throm colin.throm@aviationweek.com
Associate Producer Bridget Horan bridget.horan@aviationweek.com
Contributors James Albright james@code7700.com
Mike Gamauf mgamauf@yahoo.com
Mal Gormley malgormley@gmail.com
Kent S. Jackson kjackson@jetlaw.com
Ross Detwiler jetfac67@charter.net
Patrick Veillette, Ph .D. jumprsaway@aol.com
Jim Cannon jim_cannon@bellsouth.com
Ringston Media info@ringstonmedia.com
Editorial Offices 520 Folly Rd., Ste. 238, Charleston, S.C.
(520) 577-5124 (843) 718-2458
Managing Director, Frank Craven frank.craven@penton.com
Business Aviation Group Phone: (913) 967-1729
Director of Sales, Elizabeth Zlitni elizabeth.zlitni@penton.com
Business Aviation Group Phone: (913) 967-1348
Advertising Production Kara Walby kara.walby@penton.com
Coordinator Penton Media, 9800 Metcalf Ave., Overland Park, KS 66212
(913) 967-7476 Fax: (913) 514-7303
Advertising Operations Michael Penelton michael.penelton@penton.cm
Manager (913) 967-7449
Information Marketing Fran Williams fran.williams@aviationweek.com
Services Manager (646) 392-7863
Subscription Information (800) 525-5003; (847) 763-4931 (outside U.S.)
Fax: (847) 606-4274 or (847) 763-9682
Online Change of Address:
http://aviationweek.com/bca-change-address
Reprints Wright's Media
Nick Iademarco niademarco@wrightsmedia.com
(877) 652-5295 Fax: (281) 419-5712
PENTON
David Kieselstein
Warren N. Bimblick
Nicola Allais
Andrew Schmolka
www.bcadigital.com
ADVERTISING SALES
Director of Sales
Elizabeth Zlitni elizabeth.zlitni@penton.com
New! 2016-2017
(913) 967-1348
Now Available.
California
Leah Vickers leah.vickers@aviationweek.com
(949) 481-4519
aviationweek.com/WE1617
Canada
David Seaberg david.seaberg@vicbrownmedia.com
(416) 787-0914
FBO ADVERTISING
Jodi Espinoza jespinoza@acukwik.com
(913) 967-1651
Sara Hellon sara.hellon@penton.com
(913) 967-1833
Europe
David McMullen david.mcmullen@aviationweek.co.uk
+44 (0) 1925 596176
Germany, Switzerland
Convenient
Global
Comprehensive
Israel
Tamir Eshel invision@netvision.net.il
+972 (9) 891-1792
Japan
Yoshinori Ikeda pbi2010@gol.com
+81 (3) 3661-6138
www.bcadigital.com
aviationweek.com/2017acukwik
The Directory You Can Trust
MAX SPEED: MACH 0.925 MAX RANGE: 5,000 NM MAX ALTITUDE: 51,000 FT
PARADIGM SHIFT
The expectations for business travel have been redefined. The all-new Gulfstream G500
is designed to cruise at Mach 0.90 for thousands of milesbecause when you fly
farther faster, you return home sooner to what matters most to you. Wide-cabin comfort
complements near-supersonic performance, making the G500 an aircraft truly optimized
for uncompromised travel.
Viewpoint
William Garvey
Editor-in-Chief
william.garvey@penton.com
Rode Warrior
The comfort of control
FEELING A BIT SHEEPISH, I CONFIDED
my travel plans with only a trusted
few. Having attended, I dunno, something like 30+ NBAA Annual Conventions oops, excuse me, its now the
NBAA-BACE (which, formally, is the
woefully redundant National Business Aviation Association Business
Aviation Convention and Exhibition)
this would be a first.
In years past, I had arrived at the Big
Show in my own airplanes, in business aircraft owned and operated by others, and most often as a voyager strapped into a
window seat in a Boeing sporting a United, American, Delta or
USAir logo on its fin. But not this time.
No, now I was cruising south-southwest at a steady Mach
0.104, radio silent and a McDonalds mocha frappe within easy
reach. My ETA looked questionable when I encountered congestion near Jacksonville International, but that got sorted
quickly and touchdown in Orlando seemed imminent. What
I hadnt realized is that The City Beautiful is undergoing a
massive makeover and my direct clearance was a promise unfulfilled. You see I-4 yes, I was driving was a parking lot.
Despite that frustrating delay with a faux, unfinished Alpine
peak and giant Orlando Eye Ferris wheel within sight of the
car snarl, I did not for a moment regret my favoring the flivver to the Friendly Skies. I find todays
airline experience one of end-to-end
anxiety. Getting to the airport in time;
finding a parking space; the lines and
insult of TSA; the crowded terminals;
the outrageous food vendor prices; the
rush to gain early access to the overheads; the packed, claustrophobic
cabin; the unhappy cabin crew; and, if
traveling from or to a second-tier city,
the prospect of a failed connect, and at
best, doing it all again. Its awful.
Being free of all that and in control of my destiny is what put
me on the road this time and helps put people in private aircraft.
(Ive owned three, but none currently, alas.) And that is exactly
what BACE is all about, a celebration of mobile independence.
The party balloons popped in 2008, a year that had been
marked by dizzying industry highs and broad smiles until
midway through that years convention. I recall reporters,
me among them, gathered in the newsroom mouths agape as
an on-screen CNBC anchor described the ongoing, frenzied
meltdown at the New York Stock Exchange. That day was the
beginning of business aviations long, cruel winter, one from
which it has yet to emerge.
www.bcadigital.com
Readers Feedback
Rare Combination
I first met Dean Rush when our bank
joined the National Aircraft Resale
Association in the late 90s. In my experience, hes one of the rarest of combinations in our industry.
As the adage goes, If you have to
choose someone to drive cross-country
with . . .
Thank you for Deans Fast Five
(September 2016) and your continued
overview of business aviation. I truly have
enjoyed your approach in Viewpoint as
well as the magazine. And, Im all for any
means to honor Dean.
Michael Barlow
Managing Director
BBC Aviation Enterprises, LLC
Cincinnati, Ohio
Gotta Be a Law
The interview with Dean Rush (Fast
Five, September 2016) made for a great
story. The only part that bothers me
is that the partner didnt go to jail.
Obtaining a signature under false
premises theres got to be a law.
There is for everything else.
Bruce Landsberg
Mt. Pleasant, South Carolina
No, these airports are not uncontrolled. FAA many years ago changed
the desig nation t o the PC, non towered, for the benefit of the nonflying public. Get with the program.
BillW
GregCurtis
It is refreshing to see the word uncontrolled! The FAA newspeak of nontowered is an example of bureaucracy
run amuck. These fields are, in fact,
uncontrolled because there is no control
tower!
btbor@aol.com
I felt the same way when FAA made the
change. Now, I consider all non- towered
fields to be controlled, by the pilots
themselves, under a well known set of
movement and communication rules,
including best practices, which this
article reiterates.
BillW
Shou ld be a good ma rket for the
Remote Tower concept developed
by SAAB. The airport has a number
of cameras, and high speed Internet
allowing the flight controllers to be
located elsewhere.
The flight crew of the Beech 1900C had
elected to make a straight-in approach
to Runway 13 instead of entering the
pattern for Runway 4 to save time as
they were running late.
Steve
I learned to fly at a uncontrolled airport
and periodically an Eastern Air Lines
www.bcadigital.com
www.bcadigital.com
Peace of Mind
2016 TrueNorth Avionics, Inc. All rights reserved. TrueNorth Simphon, Stylus, ClearCall and Optelity
are trademarks of TrueNorth Avionics Inc. All other trademarks are those of the respective holders.
TRUENORTH
THE CONNECTED AIRCRAFT
INTELLIGENCE
BOMBARDIERS GLOBAL 7000 test aircraft completed its first flight Nov. 4, marking
the start of a rigorous flight-testing program. Entry-into-service of the large jet is scheduled in the
second half of 2018. The Global 7000 took off from Bombardiers facility in Toronto under the command of Ed Grabman, the flights captain, aided by copilot Jeff Karnes and flight test engineer Jason
Nickel at 10:25 a.m. EDT. During the 2-hr., 27-min. flight, the crew exercised all flight controls
of the aircraft, which is dedicated to testing basic system functionality and assessment of
the aircrafts handling and flying qualities. The system and aircraft performed as expected, the
company said. The aircraft climbed to 20,000 ft. and reached a planned test speed of 240 kt. This
is a very proud moment for Bombardier and confirms the Global
7000 aircraft program development is on schedule, said
David Coleal, president of Bombardier Business Aircraft. It is
the industrys most innovative and uniquely designed business
jet and the only aircraft on the market to offer four living spaces
of unparalleled comfort and flexibility. After a series of delays,
the $72.8 million Global 7000 is a top priority for Bombardier,
the company said. Hard work and dedication from the entire
team, including our suppliers, went into this amazing milestone
of the development program, said Michel Ouellette, Bombardier senior vice president of the Global 7000 and Global 8000
program. The second and third test aircraft are on the assembly line inside the factory. The fourth aircraft has moved into position on the line. Bombardier is
employing a state-of-the-art automated position system that moves the wing structure, built by
Triumph, into place for joining with the fuselage. The system uses laser-guided measuring to ensure
the components are joined consistently and each time. Two robots dubbed Drillby and Drillbert
are used to drill and deburr most of the 3,000 holes needed to rivet and join sections with a
tolerance of less than one-thousandth of an inch. The robots provide high-quality precision and
are fast and predictable. In addition to the robots, an automated movement system is in place
to move the sections from one position on the line to another using weight sensors on rails. The
larger Global 8000 will undergo assembly on the same production line. Completions will be done
at Bombardiers Global Completions Center in Montreal.
THE FAA OFFICIALLY HAS AWARDED CIRRUS AIRCRAFT its type certificate for
the $1.96 million, 300-kt. single-engine turbofan SF50 Vision Jet at the National Business Aviation Association annual convention. The approval comes after an intensive four-year development
program. The Vision Jet is powered by a 1,840-lb.-thrust Williams International FJ33-5A, and
features a Perspective Touch flight deck powered by Garmin G3000 avionics. Were revolutionizing value in general aviation, said Pat Waddick, Cirrus Aircrafts president for innovation
and operations. Youll be comfortable in the airplane; youll
feel in control. The Vision Jet is designed as part of the Cirrus family, a comfortable step up for owner-pilots of Cirrus
SR20/SR22 single-engine piston aircraft. Ten aircraft are
now in various stages of production or completion. The first customer delivery is slated for
December, and initial production ramp for 2017 is one aircraft per week. Waddick said the firm
has nearly 600 orders for the Vision Jet, so he wants to ramp up production to at least two
aircraft per week as soon as practical to fulfill demand. But he made no predictions for when
increased production will be possible. The seven-seat aircraft will be able to fly one pilot and
four passengers 750+ nm at an average speed of 250 kt., based on amended data from Business & Commercial Aviations May 2016 Purchase Planning Handbook. With full fuel, one pilot
and one passenger, the aircraft can fly 1,165 nm at an average speed of 248 kt., and land with
100-nm NBAA IFR reserves. It is certified for operations up to 28,000 ft.
www.bcadigital.com
High
Low
Average
Eastern
$7.93 $3.95
$5.59
New England
$7.04 $3.30
$4.70
Great Lakes
$7.77 $3.08
$5.04
Central
$7.51 $2.42
$4.18
Southern
$8.08 $3.49
$5.49
Southwest
$6.81 $2.80
$4.73
NW Mountain
$7.07 $2.90
$4.72
Western Pacific
$7.41 $3.50
$5.16
Nationwide
$7.45 $3.18
$4.95
Region
High
Eastern
$8.62 $4.50
$6.35
New England
$7.45 $4.45
$5.57
Great Lakes
$9.26 $3.80
$5.92
Central
$7.71 $3.99
$5.28
Southern
$8.70 $3.75
$5.78
Southwest
$8.33 $3.35
$5.34
NW Mountain
$8.43 $4.58
$5.71
Western Pacific
$8.57 $4.10
$6.28
Nationwide
$8.38 $4.07
$5.78
Avgas
Low
Average
INTELLIGENCE
AviationManuals Celebrates
20th Anniversary
THE BUSINESS JET MARKET CONTINUES TO BE stubbornly soft, Textron chairman and CEO Scott Donnelly said on an Oct. 20 conference call about the companys thirdquarter earnings. Still, the market is more or less in line with what we expected this year,
Donnelly said. Most of the growth is driven by new products coming into the market. That is
why the company is concentrating on bringing to market the Citation Latitude, Citation Longitude, Cessna Denali and eventually, the Citation Hemisphere. Textron Aviation delivered 41
new Citation business jets during the third quarter, up from 37 during the same time a year
ago. It also delivered 29 Beechcraft King Airs, flat with a year ago. Demand levels for the King
Air has been steady through the year, although lower than last year, Donnelly said. The
King Air is more of an international product, and
that has been a challenge, he said. International
markets have been weaker than the U.S. market.
Q3 Deliveries Rise: For the first nine months of
2016, the company delivered 120 business jets,
compared to 106 for the first three months of
2015. Textron Aviation profit for the third quarter totaled $100 million, down from $107 million a year ago. The decrease was primarily due to a change in the mix of aircraft. The company
delivered more Mustang, M2 and Latitude business jets, but fewer XLS+ and Sovereign aircraft,
Donnelly said. Its backlog totaled $1.1 billion at the end of the third quarter, about flat with
the second quarter. As typical, the company still has more aircraft to sell this year to reach its
forecast. We are closing orders, Donnelly said. Pricing continues to be difficult, with pricing
higher on some models but lower on others. Bell Deliveries Decline: Bell Helicopter delivered
25 commercial helicopters during the third quarter, compared to 45 a year ago. Revenue for
the quarter at Bell fell $22 million and profit fell $2 million when compared to a year ago. Bells
backlog at the end of the third quarter totaled $4.9 billion, about flat with the second quarter.
BRAZILIAN AIRCRAFT MANUFACTURER EMBRAERS THIRD-QUARTER report shows a revenue increase of 18% to $1.51 billion, above the 15% anticipated by investors.
Firm order backlog at the end of the quarter totaled $21.4 billion, down from $21.9 billion in the
second quarter. Embraer posted a third-quarter net loss of $33.7 million with a net loss for the
first nine months of $29.2 million. Embraer delivered 25 business jets during the third quarter,
including 13 light jets and 12 large jets, compared to 30 for the same period in 2015. For the
first nine months of 2016, the company delivered 74 business jets, including 48 light and 26
large, compared to 75 during the same period a year ago. Embraer Executive Jet third-quarter
revenue declined 8.8% to $366.6 million over the same period a year ago. By segment, commercial aviation posted a 35% increase in revenue, primarily the result of higher aircraft deliveries.
www.bcadigital.com
rolls-royce.com
Nobody does it
like CorporateCare
Bringing you the most comprehensive and sought-after
business jet engine maintenance program in the world,
with industry leading service and expertise provided by
the original manufacturer. Regardless of where you
travel, CorporateCare will be there to support you. To
help maximize your assets availability, value and
liquidity, Rolls-Royce is proud to ofer CorporateCare.
To fnd out more contact Steve Friedrich, Vice President
Sales and Marketing, at +1 (703) 834-1700, or email
corporate.care@rolls-royce.com.
INTELLIGENCE
Satcom Direct Buys TrueNorth
Satcom Direct, the airborne connectivity services provider headquartered in Melbourne, Florida, plans to
acquire TrueNorth, a ten-year-old avionics manufacturer based in Ottawa,
Ontario. Jim Jensen, the founder and
CEO of Satcom Direct, says the transaction should close before year-end.
Just two months earlier, the company
bought AircraftLogs, which makes
fight scheduling and tax reporting
software. (See Special Report: 2016
IFEC: the Internet of Aviation Things
on page 26 of this issue.)
AFTER A PROTRACTED PROCESS INVOLVING LOCAL government and private interests, Hawthorne Global Aviation Services has completed the acquisition of Bama Air, an FBO
at Tuscaloosa Regional Airport (TCL), close by the University of Alabama. That addition increases
the chains base count to five; the others are located at Long Islands MacArthur Airport (ISP),
Atlantas Cobb County (RYY), Chicago Executive (PWK) and Eau Claire, Wisconsin (EAU). The
companys ExcelAire facility at ISP was recently approved by the Cayman Islands as an authorized maintenance provider for private jets registered in the islands. The New York operation also
offers jet charters, aircraft management, maintenance along with FBO services. Headquartered
in Charleston, South Carolina, the company traces its roots back to an FBO, which opened in
1932. It hopes to eventually grow to about 20.
an Asian operator with Universals EFI-890H Advanced Flight Displays and Multi-Missions Management System. Heli-One will design
and install the initial aircraft with an Asian maintenance, repair and
overhaul business performing the upgrades on the remainder of the
fleet. The upgrade includes four EFI-890H Advanced Flight Displays
and one UNS-1L2 MMMS, Universals flight management system
for mission support.
www.bcadigital.com
Feel like your fight training program has become stale? Then its time
to make the move to CAE, where safe operations and outstanding
fight training tailored to your needs and schedule are our specialty.
TrainWithCAE.com
2016 CAE. All rights reserved.
INTELLIGENCE
Blackhawk Mod for
King Air 350
rolled in its CorporateCare engine maintenance program double the number covered in 2010,
or better than two thirds of the eligible fleet. The program brings guaranteed maintenance
costs to new and in-service Rolls-Royce BR725, BR710, Tay and AE 3007 engines. Operators
pay a fixed cost-per-flying-hour fee for a comprehensive range of scheduled and unscheduled
engine maintenance events and benefits. The reason for the programs popularity, according
to Stephen M. Friedrich vice president, Sales & Marketing, Business Aviation, is that it has
been proven to enhance asset value and liquidity. And by liquidity, he means that covered
aircraft simply sell faster than comparable aircraft that are not. Moreover, it eliminates the
financial risk to operators should something go awry with an engine. Apart from fleetwide
penetration, two numbers by which CorporateCare measures success are the percentage
of missed trips averted, i.e. dispatch reliability, and the time it takes for Rolls to resolve an
AOG. These, Friedrich says, are 97% and less than 24 hours,
respectively. Key to the former is the manufacturers monitoring of enrolled engines. Operators are required to provide
engine health data on a monthly basis and engines undergo
periodic borescoping, a procedure paid for by Rolls. As a
result, Friedrich says, we have a very good idea of whats
going on in an engine and can respond accordingly.
www.bcadigital.com
INTELLIGENCE
Used Bizjet Market
Slows in 2016
The business-jet resale market turned
in slightly slower transaction activity
during the frst nine months of 2016,
according to a report by Amstat.
Used turboprop sales, meanwhile,
have been fat so far this year when
compared to the same period in
2015. During the frst three quarters
of 2016, 7.1% of the business-jet
feet turned over. The percentage is
down from 7.4% for the same period
in 2015. At the same time, 5.8% of
the business-turboprop feet turned
over compared to 5.7% a year ago,
the report said. Resale activity for
heavy jets rose from a year ago with
5.9% of the feet sold during the frst
DESPITE SLOW SALES IN THE CURRENT down market and a years-long delay of
the Falcon 5X due to development setbacks to the Silvercrest engine, Dassault Aviation is considering what next it will offer to help reenergize its lineup of business jets. History has taught
us that times of crisis are not just a storm that must be weathered.
They represent an opportunity to change and improve, CEO Eric Trappier said during the NBAA Convention. One of the main challenges will
be the launch of a new Falcon that will meet and exceed the market
expectations. While the executive declined to provide any details of the
new aircraft, the development of larger, new-generation, ultra long-range
aircraft by rivals Bombardier and Gulfstream has prompted speculation
that Dassault will go for something bigger and faster than its 8X, whose
deliveries have just begun. Meanwhile, the challenge is to endure.
Months earlier Trappier had predicted 2016 would be a difficult year.
And now, he said, Unfortunately, the situation remains pretty much unchanged, if not worse
we still see intense price cutting, depressed pre-owned aircraft prices and weak demand all
across the market.
JET BLUE AIRWAYS HAS TAKEN A MINORITY STAKE IN FAST-GROWING, California-based jet-charter company JetSuite. Robin Hayes, CEO of the New York-based low
cost carrier, said JetSuite was changing the game in short-haul travel in the West Coast.
Launched in 2009, JetSuite operates up to four daily flights between the California cities of Burbank, Carlsbad, Concord and
San Jose, as well as Las Vegas. For this JetSuiteX service, the
carrier sells tickets on its Embraer 135 jets via its website as a
public-charter operation. Hayes said JetBlues investment in the
operation was small, but could grow. We are very active in
thinking about how this industry could change and be disrupted
in future years, he said. In JetSuite we see a great opportunity
on the West Coast in terms of offering customers much more convenient alternative in how to fly. He added, Jet Blue can bring
to JetSuite great access to a bigger customer base and distribution. JetSuiteXs fleet of
30-seat, Wi-Fi equipped Embraers feature three leather seats per row.
www.bcadigital.com
INTELLIGENCE
ExcelAire Earns Approval from
Cayman Islands
awareness with the addition of Synthetic Vision Systems and other features. The upgrades include charts
and maps, video capability and XM
ground-based weather. PlaneDeck
provides a 3-D color image of runways, terrain and obstacles.
THE SECOND PILATUS PC-24 PROTOTYPE, most recently seen undergoing avionics tests at Honeywells Phoenix Deer Valley Airport hangar, made its National Business Aviation Association Business Aviation Convention & Exhibition. Preliminary performance tests are
encouraging, with the aircraft meeting or beating early performance projections, Pilatus officials
said. They previously said they expect the aircraft to have a 425-kt. maximum cruise speed; a
1,950-nm full-tanks range with four passengers at long-range cruise; and a 1,190-nm NBAA
IFR range while carrying a 2,500-lb. maximum payload. Time to climb to FL 450 is projected at
30 min. The two PC-24 prototypes have logged more than 600 flights and 1,000 hr., leading to
Octobers aerodynamic design freeze. More than 300 engineers in Stans are at work on the program. Pilatus officials remain mum on flight-test performance numbers, likely because company
engineers only reached design freeze. Officials previously disclosed the aircraft
will be certified to fly as high
as 45,000 ft. and will have
an 81-kt. stall speed and a
2,525-ft. landing distance
at its 16,250-lb. maximum
landing weight. A computational-fluid-dynamics-designed airfoil, including wide-span, 37-deg. flaps, large ground spoilers and large capacity, antiskid brakes, make the impressive landing performance numbers.
Program Vice President Andre Zimmerman told BCA the aircraft will have a takeoff field length
of 2,690 ft. at its 17,650-lb. MTOW. As with the PC-12, the PC-24 will be certified for rough field
operations. A yawning 4.1-ft. wide by 4.2 ft.-high aft-left cargo door and a flat cabin floor facilitate loading of bulky items. The luggage bay inside the 500+ cu.-ft.-cabin ranges from 51-90
cu. ft., depending upon positioning of the seats and cargo net. Designed from the onset to be
able to operate from grass, gravel, dirt and other unpaved runways, the PC-24 will have access
to 21,000 landing facilities. Its short field capabilities will enable it to use 11,950 paved airstrips.
Combined, those attributes will allow it to operate from up to twice as many landing facilities
than its closest competitor, Zimmerman said. Power is provided by two 3,400-lb.-thrust Williams
International FJ44-4 turbofans, with 3,600-lb. thrust automatic performance reserve. Honeywell
furnishes the Primus Apex avionics.
www.bcadigital.com
INTELLIGENCE
Tru Simulation + Training CJ4
Simulator Earns Approval
IN THE THREE YEARS SINCE Wheels Up began business, the private aviation membership company has taken delivery of 70 aircraft while membership has grown to 3,700. In the next
three to five years, Wheels Up co-founder and CEO Kenny Dichter expects membership to grow
to 9,000 or 10,000 and its fleet to reach 200 to 250. In late 2017 or early 2018, Wheels Up
plans to expand in Europe with the King Air. Europe is an unbelievable market, Dichter said. The
company operates a fleet of new King Air 350i turboprops and used Citation XLS+ aircraft. It is
open to adding other aircraft models to its fleet
as well, Dichter said during a press conference
the day before the National Business Aviation
Associations Business Aviation Convention &
Exhibition opened here. One aircraft it wont be
adding to its fleet is Textron Aviations single-engine turboprop, the Cessna Denali, Dichter said. The King Air is the bread and butter of Wheels
Up, he said. While the Denali will be a great airplane, its not the right fit for the company. Three
years ago, Dichter announced the single largest order of King Airs in history when it placed an
order for 105 King Air 350is, including firm orders for 35 aircraft. Wheels Up will take delivery of
the remainder of the order in the next 24 months and expects to order another 100-150 aircraft
in the next three to five years, Dichter said. The company has also started a flight desk to help
members who need to fly when the King Air or Citation XLS wont fit their needs. It works with
about 80 charter operators to help with flights.
IN A MOVE OF CONFIDENCE IN THE ASIAN BUSINESS AVIATION market, Singapore-based Zetta Jet is adding four Bombardier Challenger 650 large jets, valued at $129.4
million, to its fleet of aircraft. The Challengers will join Zettas fleet of Bombardier Global aircraft.
Bombardier Business Aircraft and Zetta Jet, a private jet operator in Asia, celebrated the addition at an event at the Orlando Executive Airport Oct. 30 prior to the National Business Aviation
Associations Business Aviation Convention & Exhibition. Bombardier signed a purchase agreement with Minsheng Financial for the four Challengers, and Zetta and Minsheng Financial signed
a lease agreement with Zetta Jet for the aircraft.
The four Challenger 650s will operate out of Zetta
Jets North American hub in Los Angeles and cater
to the increasing demand for travel between North
America and the Southeast Asian region. This agreement strengthens our position in the Asian
aviation market by diversifying our fleet to include Challenger business jets and enhancing our
offering to our elite clientele, said Zetta Jet Managing Director Geoffery Cassidy. Zetta Jet was
founded in August 2015. We are delighted to collaborate with Zetta Jet, the fast-growing, industry-leading private jet operator in Asia, to bring four Challenger 650 aircraft to Zetta Jets elite
clientele, said Zhou Wei, chairman of Minsheng Financial Leasing. Both parties are confident
in our partnership and in the Asian business aviation market. We look forward to the success of
this agreement. The Challenger 650 features the Bombardier Vision flight deck and Synthetic
Vision System, MultiScan weather radar and the available head-up display with Enhanced Vision
System. It has a 4,000 nm range capability.
www.bcadigital.com
WINGLET SPECIALIST AVIATION PARTNERS and joint venture partner FlexSys are
working with an undisclosed customer to retrofit an aircraft with the first commercial morphing
wing. The potentially game-changing aerodynamic innovation has wide-ranging implications
for performance-boosting retrofit of existing business jets or clean-sheet designs. The wingmorphing flexfoil demonstrator illustrates how the airfoil shape can change in flight to boost
performance over a wide range of angles of attack, indicated airspeeds and Mach numbers.
The scale model shows how wing morphing can provide roll control, high lift, cruise optimization, load alleviation and even deicing functions. The new approach to variable-camber wings
builds on a FlexSys-developed compliant composite structure that eliminates the mechanical
complexity of previous shape-adaptive surfaces. The wing incorporates a one-piece, jointless
mechanism that is strong and flexible, in which every section of the structure contributes
equally to the shape morphing while all components share the loads. Each section therefore
sees only a small elastic strain with low stress, and the structure can undergo large deformations
with high fatigue life and low maintenance. Were looking for potential partners to license the
technology, then certify and commercialize it, says Joe
Clark, API founder and CEO. Clark says wing morphing
is the next big disruptive technology, as it enables aerodynamicists to morph the shape of the wing to get peak
wing performance over the entire mission profile. Clark
also says the gapless structure can reduce noise. API
and FlexSys agreed to team following initial flight tests
of a NASA Gulfstream 3 with a morphing flap at the agencys Armstrong Flight Research facility.
Flights tested the ability of the flap to withstand high dynamic pressures and aerodynamic loads
up to 11,500 lb. per flap segment at high deflection angles and supported FlexSyss projected
drag savings from 2% for flap retrofits to 12% for all-new designs. FlexSys is currently developing adaptive compliant flap tabs for tests on a U.S. Air Force KC-135 tanker to evaluate fuel
savings and load alleviation, but is exploring wider commercial and business opportunities
through the new joint venture. API COO Hank Thompson says the undisclosed first application
is pretty close to preliminary design review and is the first retrofit application. Early applications
are going to be for active load alleviation and aerodynamic performance enhancement. The first
retrofit is expected to focus on a morphing trailing edge that will provide multi-role capabilities
of active load alleviation, roll control and aileron droop for an improved mission adaptive profile.
We are actively soliciting this technology with all the worlds original equipment manufacturers,
and they are very interested, Thompson says. Our first visit today was from Dassault. We want
to license the technology and contract support operations where our engineering teams can help
them realize their ideas, he adds.
CESSNA AIRCRAFT HAS INCREASED PERFORMANCE TARGETS for its new
super-midsize $23.9 million Citation Longitude, the planemakers latest business jet under development. The announcement was made at the National Business Aviation Associations Business Aviation in Orlando. Cessna, a division
of Textron Aviation, is increasing its initial targets for range from 3,400 nm to 3,500 nm
and full-fuel payload by 100 lb., to 1,600 lb.
FAA type certification and entry into service
is expected in 2017. These performance enhancements for the Citation Longitude are a direct
result of our industry-leading engineering processes that allow us to meet our program milestones and exceed our customers expectations, said Michael Thacker, Textron Aviations senior
vice president of engineering. Increases for both range and payload on the Longitude will bring
even more value to our customers, particularly for popular nonstop routes, including New York
to Paris, London to Dubai and Singapore to Sydney.
www.bcadigital.com
JSSI Expands
Tip-To-Tail Coverage
FAST FIVE
The Priester name is so tied to Pal-Waukee and the FBO there, what ultimately
prompted you to shed both?
Priester: When my father bought the place more than 60 years ago, it covered 109
acres, had two general hangars, some T-hangars and four cinder runways, the longest of which was 2,800 ft. Over the decades and using our own funds, mind you
we tripled the acreage, created a 5,000-ft. paved, instrumented runway, built a
control tower, an FBO, and 12 hangars with 500,000 sq. ft. under roof. Meanwhile,
business aviation was really coming into its own and those early turbojet engines
were so inefficient, every jet that landed needed fuel and we had the monopoly
on that. Life was good for a long time. However, the arrival of turbofans meant they
didnt have to fuel. Moreover, we were being taxed at a hefty rate and didnt have
any zoning or liability protection. The only way to ensure the airports longevity was
to transfer ownership to a government entity, which we did in 1986 and its name
was changed to Chicago Executive 20 years later. As for the FBO, we knew we had
to develop a chain or get out of the business since a sole location couldnt compete. In the end, Signature took it over.
The recent passing of Arnold Palmer was a sad day for the worlds of golf and
business aviation. But it was a notable milestone for your company in particular
reasons unknown to most, wasnt it?
Priester: It was. Dick Ferris, the former chairman and CEO of United Air Lines, was
and remains a close friend of mine. I taught him to fly and helped get him a Learjet
type rating and we had adventures together. Anyway, when he learned we planned
to sell the FBO, he said he and two partners would buy it, and they did. One of
partners was Arnold Palmer, the other was Mark McCormack, Arnies manager. I
got to know Arnie and he was the nicest person you could imagine and an excellent
aviator. A year later they made me a partner as well. Those fellows really understood
business inside and out, but even they couldnt change the market realities. So, we
ultimately decided to sell that business to Signature. But I will always cherish the
time we spent together.
And charter?
Priester: Half of our fleet is available for charter, with a few aircraft dedicated to
that purpose, and we hope to add more. We do both retail and wholesale charters,
split roughly 50-50, so both groups are important to us. We have a retail sales
group and sell to wholesalers through Lionheart Aviation Group, a subsidiary of
ours. Lionheart also finds lift when we cant provide it through Priester aircraft.
Charles E. Priester,
Chairman
Priester Aviation
Chicago Executive Airport
Wheeling, Illinois
www.bcadigital.com
Special Report
www.bcadigital.com
Flight Trackers
Another example of IoT connectivity is flight-tracking services,
providers of which we may already be familiar names like
FlightAware, FlightView, Flightwise (formerly FBOweb) and
a growing list of others. The services track aircraft equipped
with ADS-B avionics that provide real-time flight status information to air traffic services. The raw Aircraft Situation
Display to Industry (ASDI) data are converted into internet
browser-centric displays showing an aircrafts current position, planned and actual route of flight, a weather radar overlay
and many other features. Private car services thrive on such
services to meet their time-pressed passengers at FBOs.
For aircraft with cockpit data-link services, flight tracking
vendors can provide real-time worldwide flight tracking and
status as well as text messaging and other operational dispatch services.
With the introduction of Mode S transponders, which
transmit a 24-bit data block that is unique to the transmitting
www.bcadigital.com
Flock-sourcing WX
As an example of airborne IoT technology that may be emblematic of whats to come, Honeywell recently certified a software
upgrade for its RDR-4000 weather radar that will downlink
the radars output to Honeywells Global Data Center (GDC)
where forecasters will be able to boost the capabilities of Honeywells Weather Information subscription service.
The GDC will merge the downlinked weather sent every
5 min. from participating aircraft with data from other
connected weather radars and traditional sources to create,
with enough aircraft transmitting data, what could be the
first near-global, near-real-time snapshot of weather from the
ground to 60,000 ft.
ROCKWELL COLLINS
Special Report
Honeywell is taking a holistic
The crowd-sourced weather
view of connectivity across
will be sent to subscribers
its entire avionics and
airlines, business aviation and
general aviation pilots as auxiliary power unit portfolio.
well as atypical paying customers, such as weather forecasters and insurance companies.
This kind of information, particularly over oceanic regions,
Africa and the Middle East, has never before existed.
Honeywells combined
Router-WAP for BendixKing
AeroWave 100 high-speed
internet system
HONEYWELL
HONEYWELL
Vendor Developments
The relationships of companies that develop cabin electronics
products and services has grown as complex as James Joyces
Ulysses. How much of their offerings as yet utilize the IoT remains to be seen, but they, individually or jointly, are advancing
the boundaries of IFEC potential for business aviation operators.
Avionica
Miami-based Avionica, which began by building Flight Operations Quality Assurance (FOQA) systems for Delta Air Lines,
builds ground support equipment, quick access data recorders (QAR) and connectivity systems for the global aviation
industry. The 25-year-old privately held business is rapidly
growing and has customers like United Airlines, FedEx, UPS
and Emirates.
A request by Gulfstream during development of
the G650 in 2008 set the path for further evolution
of a mini-QAR. Gulfstream had heard about Avionicas ability to connect EFBs to aircraft data via
Ethernet and wanted to see if the same configuration could be used to sample data from a group of
EAN
EAN is an integrated satellite and air-to-ground network dedicated to providing an inflight broadband experience for Europes aviation industry.
The network has been custom-designed to provide mobile
satellite services (MSS) to aircraft flying over dense European
routes, exploiting Inmarsats 30 MHz S-band spectrum allocation in all 28 EU member states, plus Norway and Switzerland.
It will be integrated with an LTE-based ground network covering approximately 300 sites, operated by Inmarsats partner
Deutsche Telekom. Aircraft will switch automatically between
satellite and terrestrial connectivity using an onboard network
communicator for optimal service delivery.
and infrastructure of over 250 towers, the next generation network will use unlicensed spectrum, a proprietary modem and
a new beam-forming antenna to produce the promised peak
network speeds, Gogo reports.
The new network will also be backward-compatible with Gogos first generation network. Aircraft will be able to seamlessly
switch between Gogos two networks in a way similar to how a
cellphone on the ground connects to the fastest available network.
Aircraft outfitted with an earlier generation of Gogos air-toground technology will need to install a new modem and blade
antenna to achieve compatibility with the new service, Gogo
says, and the upgrade will offer a ground-like performance,
including the ability to stream videos for commercial regional
aircraft, select narrowbody aircraft and business aircraft operating within the U.S. and Canada.
In August, Gogo Business Aviation enabled operators, dealers
and installers to equip their aircraft with approved routers from
third-party manufacturers that best suit their individual needs
and preferences on the Gogo Biz network. The move is part of
www.bcadigital.com
ROCKWELL COLLINS
Special Report
Rockwell Collins ARINCDirect services
connectivity options now include Inmarsats
broadband-speed Jet ConneX.
Honeywell Aerospace
In addition to being the main distributor and satellite communications terminal provider for Inmarsats new broadband Kaband Jet ConneX service via Honeywells JetWave hardware
over the Global Xpress network, Honeywell is taking a holistic
view of connectivity across its entire avionics and auxiliary
power unit portfolio.
The Phoenix-based company is looking throughout the
airframe, combining its experience in connectivity with its
expertise in mechanical, electrical, pneumatic and avionics
systems. Its goal is to help facilitate the free flow of information between aircraft and the ground, in essence turning the
aircraft into an operating system. The biggest game-changer
with connected aircraft is not the connectivity device itself, but
that the systems on the aircraft are no longer limited by the
boundaries of the aircraft.
A number of connectivity projects are in various stages
of concept testing, customer evaluations or demonstrations.
30 Business & Commercial Aviation | December 2016
Inmarsat
Inmarsat, the founder of much of todays global satcom infrastructure, achieved a global reach for its Global Xpress service
in December 2015. The GX constellation comprises three Kaband, high-speed mobile broadband communications satellites.
Each satellite is expected to have a commercial life of 15 years.
A fourth satellite is nearing completion and testing by Boeing,
and is likely to be launched soon to provide additional capacity.
The satellites operate with a combination of fixed narrow spot
beams that enable Inmarsat to deliver higher speeds through
more compact terminals, and steerable beams so additional
capacity can be directed in real time to where its needed.
www.bcadigital.com
Jet ConneX is Inmarsats global, highspeed Ka-band broadband service for business aviation customers operating over the
Global Xpress network.
Meanwhile, Inmarsat has signed a memorandum of understanding to appoint SITAONAIR as a distribution partner for its
next-generation SwiftBroadband-Safety
aviation service. SwiftBroadband-Safety
utilizes secure IP-based broadband always
on and always secure connectivity that offers a range of aviation applications, including flight data streaming (Black Box in the
Cloud) and real-time EFB applications,
such as networked graphical weather. It
also enables air traffic management modernization programs around the world and
fulfills the requirements of ICAOs aforementioned GADSS (Global Aviation Distress and Safety System), including flight tracking, by offering reliable and secure
satellite surveillance and communications via FANS/ACARS.
SwiftBroadband-Safety hardware is available for initial retrofit on existing aircraft and will become a standard option on
new aircraft deliveries from 2018.
. . . the systems
on the aircraft
are no longer
limited by the
boundaries of
the aircraft . . .
Panasonic Avionics
The company is offering worldwide satellite tracking to all
of its Global Communications Services and FlightLink customers. The companys Global Communications Services and
FlightLink solutions, when combined with Panasonics AirMap
application, already satisfy ICAOs GADSS definitions for both
normal and abnormal tracking.
Panasonics flight tracking is aboard 1,500 aircraft and the
Lake Forest, California, company expects to soon extend this
capability to over 3,500 aircraft.
The manufacturer reportedly has deployed extensive
ground- and aircraft-based communications systems in a
variety of custom update rates that support flight operations
and exceed the minimum requirements of ICAOs current
guidance. The AirMap application is the operator portal and
provides a graphical way to monitor, track and receive alerts
on tracked aircraft.
Unlike many proposed technologies, Panasonics flight
tracking is based on the companys Ku-band eXConnect broadband and Iridium satellite communications solutions. This
allows airlines and others to integrate cockpit and crew communications with their flight tracking capabilities. This also
gives them the opportunity to use voice or text messaging to
contact an aircraft based on the situational awareness they
receive from Panasonics tracking solutions.
Rockwell Collins
Rockwell Collins is providing Airbus with a new generation of
smart servers (or routers) that is being offered as an option
for new A320 and A330 aircraft, with the first A320neo delivery expected this month to launch customer Azul.
Located in the avionics bay, the 6-lb. EFB interface and
communications device (EICU) electronics box connects to
avionics data buses as well as to several discrete signals. It
stores flight operations quality assurance (FOQA) data from
the flight data recorder in memory and provides the flight deck
with access to the data using Wi-Fi connectivity. Operators
www.bcadigital.com
Satcom Direct
The Cape Canaveral, Florida-based manufacturer announced
on Oct. 30 that it would acquire Ottawa-based TrueNorth
Avionics. It also recently acquired AircraftLogs aircraft
flight scheduling software and tax reporting tools for corporate and private flight departments and added it to Satcom
Directs Integrated Flight Operations Management portfolio.
The company has also enhanced its geolocation-based
GeoServices product with the addition of its Route service,
which provides automatic, real-time notifications to the
flight deck about foul weather conditions. Powered by Satcom Directs FlightDeck Freedom, the technology provides
pilots advanced warning so they can avoid turbulence, icing,
thunderstorms and other hazardous weather events using
data-link messages and email alerts.
Route Alerts notifications are based on updated weather
information in the flight path. Route Alerts is compatible
with existing avionics and no additional applications are required. The notifications can be delivered as uplink messages
to the flight deck display or via email for receipt by aircraft
Special Report
SATCOMDIRECT IT
SmartSky Networks
Charlotte, North Carolina-based SmartSky Networks SmartSky 4G radio system has received FCC certification, clearing
the way for deployment of an air-to-ground network with nationwide (U.S.) service launching in mid-2017. FCC certification
was the culmination of work to develop and patent protect the
multiple bodies of technology that uniquely enable SmartSky to
make use of the unlicensed 2.4 GHz spectrum band, all without
causing harmful interference to or receiving interference from
the operation of the same band on the ground.
Despite the widespread assertion that aviation-related
spectrum reuse in the unlicensed band would not be feasible,
SmartSky claims it has successfully solved the challenge.
Introductory subscription plans begin at $2,500 per month
for 5Gb service with a $1 per Mb overage fee. SmartSky 4G is
designed for hybrid usage and integrates with existing and future satellite IFEC infrastructure. Cabin Wi-Fi access points
(CWAPs) approved for use with SmartSky 4G provide optimal
routing between the air-to-ground and satellite connections.
TrueNorth Avionics
BendixKing, a division of Honeywell, has selected Ottawabased TrueNorth to develop the AeroWave Router, a minirouter/wireless access point (WAP) for its AeroWave 100
high-speed internet system. The new router weighs just
half a pound, fits in the palm of the hand, and is designed to
allow general aviation aircraft passengers and pilots to use
their own phones, tablets and other Wi-Fi devices in flight.
Meanwhile, in October, Satcom Direct announced that it
would acquire TrueNorth. Additionally Simphone airborne
connectivity system was recently selected for a Gulfstream
G650 completion.
VT Miltope
Hope Hull, Alabama-based VT Miltopes latest product release, the cTWLU, provides flexible and cost effective
wireless communications while an airplane is on the ground.
Utilizing 3G cellular, LTE and 802.11a/b/g/n and ac, the cTWLU can be used to load IFE content and EFB data, and
move maintenance data from the airplane to an operators
data center. The cTWLU is an alternative to satellite communications when an airplane is on the ground.
Plane-melding
So were moving into the IoT world with all its promise a
mind-meld of aircraft, avionics, ATC, weather data, maintenance data, inflight entertainment and connectivity, if you
will. Now more than ever, people rely on connectivity when
theyre on the move, which means its no longer a question of
whether operators should install connectivity, but when and
how they will do it.
What remains to be seen is whether the aviation industry
can collaboratively develop open systems tools that leverage
the fire hose of yottadata generated by the thousands of aircraft in flight at any moment. Also, as the Oct. 21 distributed
denial-of-service attack on the internet demonstrated, hackers have added IoT to their toolset. Flight crews will need to
stay sufficiently in the data loop to be able to detect corrupt
information that could impact the safety of the flight.
And theres another wrinkle (ahem) in the wings that some
say will reshape our world even more than an abundance of
networked data in the next 20 years: artificial intelligence
(AI). As machine learning enables swarms of connected
computers and peripherals to begin to teach themselves, AI
breakthroughs (and vulnerabilities) are likely to emerge, but
thats a subject for another day. BCA
www.bcadigital.com
Thales
ACUKWIK.COM IS GETTING
A FACELIFT.
Avionics Review
GARMIN
Garmin G5000
for Beechjet 400A/400XP
All-inclusive package
BY FRED GEORGE fred.george@penton.com
A D V A N C E D
A I R
MAYO
A V I A T I O N
Avionics Review
G5000
GARMIN (2)
Pro Line 21
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
10.
Full Names and Complete Mailing Addresses of Publisher, Editor, and Managing Editor - Publisher: Frank Craven, 9800 Metcalf Ave., Overland Park, Johnson
County, KS 66212-2216; Editor: Bill Garvey, Penton Business Media, Inc. 1166 Avenue of Americans 10th Floor New York, NY 10036; Managing Editor: Jessica
Salerno, Penton Business Media, Inc. 1166 Avenue of Americans 10th Floor New York, NY 10036
Owner - Full name and complete mailing address: Penton Media, Inc., 1166 Avenue of the Americas, New York, NY 10036; Penton Business Media Holdings,
Inc. (owns 100% of the stock of Penton Media, Inc.), 1166 Avenue of the Americas, New York, NY 10036
11. Known Bondholders, Mortgagees, and Other Security Holders Owning or Holding 1 Percent or More of Total Amount of Bonds, Mortgages or Other
Securities: None
12. Tax Status (For completion by nonprofit organizations authorized to mail at nonprofit rates) (Check one)
The purpose, function, and nonprofit status of this organization and the exempt status for federal income tax purposes: N/A
13. Publication Title: Business & Commercial Aviation
Average No. Copies
14. Issue Date for Circulation Data: September 2016
Each Issue During No. Copies of Single Issue Published
Nearest to Filing Date
Preceding 12 Months
15. Extent and Nature of Circulation
a. Total Number of Copies (Net press run)
0
0
b. Legitimate Paid and/or Requested Distribution (By Mail and Outside the Mail)
(1) Outside County Paid/Requested Mail Subscriptions stated on PS Form 3541. (Include direct written
15,336
10,435
request from recipient, telemarketing and Internet requests from recipient, paid subscriptions including
nominal rate subscriptions, employer requests, advertisers proof copies, and exchange copies.)
(2) In-County Paid/Requested Mail Subscriptions stated on PS Form 3541. (Include direct written request
from recipient, telemarketing and Internet requests from recipient, paid subscriptions including nominal rate
subscriptions, employer requests, advertisers proof copies, and exchange copies.)
(3) Sales Through Dealers and Carriers, Street Vendors, Counter Sales, and Other Paid or Requested
Distribution Outside USPS
c.
(4) Requested Copies Distributed by Other Mail Classes Through the USPS (e.g. First-Class Mail)
Total Paid and/or Requested Distribution (Sum of 15b (1), (2), (3), and (4))
d.
(4) Nonrequested Copies Distributed Outside the Mail (Include Pickup Stands, Trade Shows, Showrooms
and Other Sources)
6,236
3,495
0
21,572
0
13,930
6,310
5,197
3,398
2,798
3,910
922
e.
Total Nonrequested Distribution (Sum of 15d (1), (2), (3), and (4))
13,618
8,917
f.
35,190
22,847
g.
h.
i.
Percent Paid and/or Requested Circulation (15c divided by 15f times 100)
161
250
35,351
23,097
61.30%
60.97%
b.
Total Requested and Paid Print Copies (Line 15c)+ Requested/Paid Electronic Copies (Line 16a)
21,572
13,930
c.
35,190
22,847
61.30%
60.97%
(Line 16a)
d.
Percent Paid an/dor Requested Circulaltion (Both Print & Electronic Copies)
(16b diveded by 16c x 100)
I certify that 50% of all my distribution copies (electronic and print) are legitimate requests or paid copies:
17. Publication of Statement of Ownership for a Requester Publication is required and will be printed in the:
issue of this publication.
18
Oct-14
Date
Fran Williams
9/30/16
I certify that all information furnished on this form is true and complete. I understand that anyone who furnishes false or misleading information on this form or who
omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) and/or civil sanctions (including civil
penalties).
PS Form 3526-R, July 2014
www.bcadigital.com
DOM Notebook
Really Getting a
Big
Iron
big jet?
Dont be afraid be prepared
All Access
Although Boeing does not market used BBJs, it has decided its in the best interests of operators, potential buyers and the company to help facilitate the process
and, further, to help establish fixed maintenance costs for those considering a
pre-owned BBJ.
As part of an All Access plan unveiled at the NBAA-BACE convention in November, Boeing will now offer buyers of pre-owned BBJs technical support from
company experts, ten years worth of licensing for their aircrafts intellectual property for interior refurbishment, an initial suite of documentation, pilot training, and
will send a Boeing person to the buyers home base to help with contract support.
Further, it will offer program management for the aircrafts entry into service (predicting ground support equipment and spares requirements, for example). The
cost for the package is $500,000, a figure that Boeing maintains is well below
the total for those items bought separately.
In addition, the BBJ team obtained assurances from numerous completions/
MRO outfits to provide buyers of legacy BBJs once the aircraft has been examined and any new work identified with a nose to tail maintenance cost powerby-the-hour offers. Boeing believes the unknown expense of maintaining such a
large aircraft has spooked some potential buyers.
The purpose behind the plan, according to BBJ President David Longridge, is
to help people not be nervous about buying a Boeing product, and that, coincidentally, should help to support the residual values of the operating fleet. BCA
door and passengers are off.
Many FBOs do not have the ramp
space to accommodate such oversized
aircraft nor the capability to pump large
quantities water or service multiple lavs.
Avjet is both a BBJ operator and Part
145 repair station for the aircraft, which
gives its people unique insight and capability in its care and feeding.
Our repair station is certified to
work on the 737-700, -800 and -900 series, Aslanian noted. So, its a little
different for us than, lets say, a private
operator. In addition, for heavy maintenance checks, Jet Aviations former
Midcoast Aviation operation in St. Louis
handles major structural work for the
aircraft.
Even though the 737s birthdate was
back in the 1960s, continuous improvement of the maintenance program have
delivered real benefits for BBJ operators. With so much history and practical
experience with the airframe, systems,
engines and avionics, there are few of the
surprises with the BBJ that can accompany an all-new business jet. Moreover,
the Boeing was designed to fly every day
and several times daily, so heavy-use durability is in its DNA.So, from a maintenance perspective, the mechanicals and
avionics are very robust.
The big difference between the 737
and the BBJ is, obviously, the cabin,
which is designed and completed by
entities other than Boeing. Aside from
being spacious, these can be quite luxurious, detailed, individual and feature
complex information and entertainment
www.bcadigital.com
Safety
Safety,
Comfort,
Reliability
Keep them in that order!
www.bcadigital.com
intentionally skip a required flight control check prior to takeoff, a step that
would have revealed that they had forgotten to disengage their flight control
gust lock prior to engine start.
To get a sense of how widespread
the problem is, the NBAA conducted a
review of 379 business aircraft operations from 2013 through 2015, examining
over 144,000 flights for adherence to
required flight control checks prior to
takeoff. In 16% of the takeoffs, pilots did
only a partial check, and in 2%, the pilots
failed to perform any check of the flight
controls at all. A proper flight control
check can be accomplished in less than
half a minute in most aircraft; can the
need to save so little time really have
corrupted so many pilots?
Even when the time saved is much
more than a few minutes, the schedule
cannot overrule safety. In the case of the
1982 crash of Air Florida Flight 90 into
the Potomac River, the captain was loath
to return to the gate for deicing since doing so could have delayed the flight an
hour or more. However, not only were
the wings contaminated with snow, the
aircrafts left engine pressure probe
was blocked. That caused the engine
pressure ratio indicator to underreport
thrust settings and the crew attempted
the takeoff with insufficient thrust. The
first officer noted, . . . thats not right
. . . early during the takeoff, but the
captain convinced him otherwise. Rejecting the takeoff would have delayed
the trip even longer; but continuing the
takeoff cost 74 lives. Only one crewmember and four passengers were fished out
of the icy Potomac alive.
Even after youve made it off the
ground, the pressure to achieve the allimportant schedule continues. When
faced with an aircraft malfunction, we
often decide we can press on to our
destination, overflying viable airports.
In 1983, all 10 occupants of Air Illinois
Flight 710 were killed when the captain made such a decision. One of the
aircrafts generators failed shortly after takeoff and the first officer erroneously isolated the remaining generator,
causing it to fail as well. At that point
the captain could have returned to the
departure airport in VFR conditions in
less than 6 min. He elected to continue
to his destination in IMC using only
battery power. His decision proved fatal to all.
The greatest temptation to make it
to ones destination may occur just 200
ft. above the runways surface since going missed approach to the alternate
can delay passengers by hours or even
days. While this pressure certainly exists in every airline cockpit, it is nowhere greater than on a business jet
with the owner or principal passenger
in the jump seat.
GOOGLE EARTH
www.bcadigital.com
Safety
Yorks LaGuardia
A i r por t ( L GA)
t wo ye a r s a g o
that turned me
from the former
to the lat t er. I
will never again
be able to sleep
through an airline
pilots landing as
a result.
I was sitting on
the right side of
the airplane, just
for wa rd of the
wing for our approach, doing my
best to appea r
the nonchalant
passenger. Yeah,
Im a pilot, my
look was designed to telegraph. Ive
done this approach a hundred times and
it is no big deal. Every now and then
I would steal a glance out the window
and deduced we
were on the ILS to
Runway 31. Gear,
flaps and engine
pitch told me were
established on the
glideslope. When
the throttles came
to id le my eyes
were shut, feigning the sleep of
a weary traveler.
And then . . . nothi n g. A s a pi lot ,
I shoot for id le
thrust at touchdow n a nd dont
mind another pilot
getting the throttles a little early.
But I would never
tolerate a 5 sec. flare. I opened my eyes
just as the wheels kissed the pavement
and I saw the single-bar fixed-distance
marker disappear under our wing.
It wasnt as bad as I had imagined, I
thought. The single-bars are 2,500 ft.
down the runway, so it was a long landing but not terrible. But then I saw the
double-bar fixed distance marker. (See
photo on page 43)
We hadnt touched down just 2,500 ft.
from the approach end of Runway 31 but
with just over 2,500 ft. remaining from
the departure end. The runway is 7,003
ft. long so our long landing was 4,500 ft.
from the approach end.
Predictably, the pilot gave the aircraft all the brakes he could muster and
Velocity graphed
(1) Have a firm grasp on aircraft limitations set forth by its manufacturer, on
government regulations and on industry
best practices. If you elevate the decision to those who have come before you,
you increase the weight of evidence on
the side of safety. You cannot fly at night
with inoperative position lights, for example, because 14 CFR 91.209 forbids it.
(2) Frame your decision in terms of
safety and make safety a prerequisite,
not an option. You insist on fuel reserves
well above the legal minimum, for example, because air traffic and weather are
unpredictable and the extra fuel gives
you options that make safe flight possible even when things change.
(3) Make each Safety > Reliability
decision a conspicuous one. Doing so
reinforces your priorities with your employer and serves as an example for
your peers.
While these Reliability > Safety miscalculations have brought down many
airplanes over the years, the solution
would seem straightforward: Follow
all published guidance and make common-sense decisions. However, pilots
often fall prey to a more insidious error,
striving to provide the greatest comfort at the expense of safety. Most pilots
will tell you they would never do that,
but what then explains the tendency to
land long?
www.bcadigital.com
Richard N. Aarons
Safety Editor
bcasafety@gmail.com
The Accident
The crew was operating a two-day, Part
135, on-demand charter with seven
EARN FLIGHTSAFETY
MASTE
R
AV
IATOR
T H E H I G H E S T S TA N D A R D I N S A F E T Y
To the safest pilots, fying is more than just earning ratings or building
hours. The best go beyond being merely profcient. They strive to operate
their fxed-wing aircraft or helicopter at the highest level of safety.
FlightSafetys Master Aviator program is that standard of achievement.
Aviation professionals from around the world trust us to provide the highest quality training and outstanding service.
More than 1,800 highly experienced professional instructors deliver aircraft- and mission-specifc courses, using our
comprehensive training systems and advanced-technology fight simulators designed to enhance safety. Trust your
training to FlightSafety. Youll see why so many aviation professionals make the same choice. And have since 1951.
For more information, please contact Steve Gross, Senior Vice President, Commercial
314.785.7815 sales@fightsafety.com fightsafety.com A Berkshire Hathaway company
Accidents in Brief
Compiled by Jessica A. Salerno
Selected Accidents and incidents in October 2016.
The following is NTSB information.
The Pilots
A review of ExecuFlight records showed
the pilots had flown with each other on
three other occasions prior to the accident pairing within the previous 90 days
for a total of about 32.5 flight hours. Neither pilot had experience operating into
or out of AKR.
The captain had flown 166.5 hr. since
being employed at ExecuFlight; the FO
had flown 82 hr. since he was hired. The
captain was 40 years old and joined ExecuFlight on June 22, 2015. Prior to that
he had been employed as a Hawker 800
FAR Part 91 captain by Heralpin USA
Inc. from May 1, 2014, until April 30, 2015,
when his employment was terminated.
Earlier, he flew for Helicol-Avianca from
April 2011 until April 2014 in Bogota, Colombia, and as an FO with Avianca Cargo
from January 2010 until April 2011 in
www.bcadigital.com
www.bcadigital.com
Ground School
Fell behind in training
Struggled with memory items
Struggled with weight and balance
problems
Simulator Training
Struggled with the correct use of the
normal and non-normal checklists
Did not know memory items, callouts, profiles or flows
Continued to struggle with weight
and balance problems
According to Sky King records, because of the FOs lack of acceptable progression, he was given the opportunity
to fly as a jump seat observer for seven
days at over 16 hr. observation experience. On Feb. 27, 2015, his employment
with Sky King was terminated due to
unsatisfactory work performance.
The ExecuFlight chief pilot was
The Investigation
Investigators determined that the flight
crew was properly certificated and qualified in accordance with federal regulations and company requirements. No
evidence was found indicating that the
pilots performance was affected by
toxins, alcohol or other drugs and/or
medical conditions. However, the Safety
Board concluded ExecuFlight missed
an opportunity to determine if the first
officer was fully capable of operating its
airplanes safely because the company
did not fully evaluate information it had
concerning the FOs significant training
difficulties at his previous employer.
Investigators studied the CVR tapes
and determined the flight crew failed
to demonstrate effective crew resource
management (CRM). Whats more, the
flight crew received inadequate CRM
training due to deficiencies in ExecuFlights CRM training program including
its cursory review of CRM topics, a lack
of appropriate evaluation of CRM examinations, and the companys lack of continual reinforcement of CRM principles.
As a result of the flight crews failure
to complete the approach briefing and
the approach checklist as per standard
operating procedures, the captain and
first officer did not have a shared understanding of how the approach was to be
conducted, concluded the investigators.
Before the airplane reached the FAF,
when the FO reduced airspeed and
placed the airplane in danger of encountering a stall, the captain should have
taken control or called for a missed approach, but he did neither. When the airplane reached the MDA, the approach
was not stabilized, and the captain
should have called for a missed approach, according to standard operating procedures, but he did not.
When attempting to arrest the airplanes descent, the FO failed to appropriately manage pitch and thrust
Lessons Learned
The Safety Board believes operational
flight data monitoring programs could
provide Part 135 operators with objective information regarding the manner
in which their pilots conduct flights, and
a periodic review of such information
could assist operators in detecting and
correcting unsafe deviations from company standard operating procedures.
In this case, ExecuFlights management had multiple opportunities to identify and correct the flight crews routine
disregard for SOPs regarding preflight
planning but failed to do so, according
to the Board, adding, ExecuFlights
casual attitude toward compliance with
standards illustrates a disregard for operational safety, an attitude that likely
led its pilots to believe that strict adherence to standard operating procedures
was not required.
In addition, the Board said safety
management system programs can benefit all Part 135 operators because they
require the operators to incorporate
Operations
10 NM
34R
35R
9 NM
Curved Path
RNP Approach to 35R
Curved Path
RNP Approach to 34R
16 NM
14.5 NM
which will integrate Data Communications (DataComm), is to facilitate predictability and repeatability necessary
to improve traffic flow management and
fully establish NextGen.
Far term (2026-2030 and beyond).
This is where things get really interesting: the leveraging of time- and
speed-based ATM to further increase
predictability (see 4-D Nav Is Comi ng, BCA, September 2009), the
Operations
PBN Phases of Flight
Major RNAV RPN procedures employed on a typical flight in the PBN-centric National Airspace System. Note that RNAV 1.0 SIDs and STARs
are employed at departure and arrival airports. The default PBN procedure is the RNAV (GPS) approach.
near-automation of ATC.
Detailed descriptions of these phases
are contained in the document, currently available only on line at the FAA
website (see link in sidebar). It defines
PBN as RNAV with the addition of
onboard performance monitoring and
alerting capability, i.e., RNP.
Steve Fulton, an Alaska Airlines Boeing 737 captain who has participated
in FAA advisory committees and Radio Technical Commission for Aeronautics (RTCA) work groups for PBN and
NextGen development, offers a more
reductionist definition: transferring
the navigation infrastructure from the
ground to the aircraft.
The navigation infrastructure that
used to be on the ground is now being
taken onboard the airplane, he told
BCA. It can navigate more independently from ground infrastructure and
can do a lot more than previously [in
terms of maintaining separation and
executing procedures].
Having a strategy document is a
good start to get everyone on the same
page, believes Fulton, whos also vice
president, sales, for Sandel Avionics. It
offers a plan and a rationale . . . and the
FAA is investing in this road map for
the future when the NAS will be PBNcentric. With a strategy in place, people
can then be able to make decisions when
investing in aircraft capability that will
be compatible with the FAAs vision.
(Equipage is an issue for business aviation that well examine further on.)
Tricky Transition
Transforming the ATM system from
ground-based to PBN-centric while
continuing to rely on the legacy system is a massive undertaking that has
Time is the fourth D in 4-D Navigation. The essence of time- and speed-based ATM
is predictability of aircraft paths and adherence to optimized schedules facilitating
consistent airport throughput.
GPS approaches. On an overlay you take
advantage of the previous surveying.
For fields with no approach procedures,
it opens the window for that to happen,
although it may not be an FAA priority to establish an RNP approach at an
out-of-the-way airport. In other parts of
the world with no approaches Tibet,
for example they are leapfrogging
over the old technology and establishing
these RNP approaches. All this is good
for business aviation because it will open
up airports that hitherto did not have
instrument approach capability.
In the upper airspace, Hansman
added, there is significant advantage to
having advanced navigation precision.
And note that a baseline GPS will provide RNP 4 capability, so any aircraft
that is so equipped can fly in that airspace. T Routes are another example
new high-altitude RNAV preferred
routes defined not on the basis of fixes
but on the operational need for routing
in some locations, such as along the East
and West Coasts.
Concerning equipage issues, almost
all sophisticated airplanes have moved
to a GPS capability, Hansman said. Its
not the equipment thats the problem,
its that the air nav system has not kept
up with the equipment on the airplane.
The airline and business aviation
communities have already made investments in FMCs and can fly very
precisely, he continued, so its encouraging that the FAA is getting to the
place where they can implement PBN
procedures that comply with the equipment on the airplanes. PBN offers the
best return on investment thats already
been made for the operations community. It has the potential that allows you
Operations
Since those same operators
have or are being saddled with
the cost of installing ADS-B
equipment required for operations in NextGen airspace,
Lamond pointed out that also
up g r ad i n g for R N P cou ld
spawn a case of diminishing
returns in hull values. Also, for
some aircraft types of modest
fleet size, manufacturers will
face their own cases of diminishing returns and could simply
refuse to offer upgrade solutions. And, of course, this ultimately reverts to the issue of
airport access in that it could
bar operators who elect not to
upgrade from NSG 1 and 2 airports that rely on RPN RF procedures.
Finally, Lamond pointed out that for
years business jet operators have been
flying procedure turns, holding patterns
and DME arcs just fine without reference to electronically generated maps.
Sufficient information is available
from the FMS CDU and HSI CDU to
provide situational awareness to flight
crews regarding the turn direction of
the RF leg, he wrote. Lamond then appealed to the ARC to either reconsider
the map display requirement as a condition for airworthiness approval or
furnish the NBAA with both the safety
case and economic justification for imposing this restriction on non-RNP AR
[Authorization Required] procedures
incorporating RF legs.
Fulton expanded on the Radius-toFix procedure, where it is essential
for an aircraft to begin its turn on an
inbound leg without overshooting the
outbound leg. These procedures require lots of variables for an FMS to
compute, he noted. In an undefined
turn, there are all kinds of variance in
how you could make the turn. But with
a Radius-to-Fix, the actual track is defined and constrained so the variance is
limited. When time is part of this equation, that is a big deal, as time is a function of speed and distance. Fixing those
RF legs is critical in 4-D nav you cannot have variance because that means
the times are different and that goes
against the whole concept of 4-D. FMSes
are computing the RF but cannot depict
it on the displays, which is Lamonds
contention.
Hansman added that unlike traditional navigation procedures where the
crew would have to manually set up the
procedure in the cockpit by entering it
WP1
WP2
WP4
WP3
Filed Route
Reroute
Source: U.S. Department of Transportation
www.bcadigital.com
Disparate Communities
When it comes to planning the operational ATM infrastructure in the U.S.,
Fulton maintains there have been two
disparate communities: business aviation and the airlines, each focusing on
its own capabilities and benefits.
You have the business aviation community focused on LPV [Localizer Performance with Vertical Guidance], he
said, and the commercial community
focusing on RNP AR.
If you look at the inventor y of
When Something
Goes Wrong
The PBN 4-D nav plan for the near
future envisions highly organized
processions of aircraft streaming in
and out of major airports, separated,
speed-controlled and precisely timed
by sophisticated ATC software, all
designed to facilitate the throughput
Lamond explained earlier. Its an impressive and highly complex dance, but
what happens when something goes
wrong, either with the system itself
(e.g., a computer glitch or cyberattack)
or with an aircraft experiencing an
emergency?
www.bcadigital.com
Operations
PBN services will be distributed
across Navigation Service
Groups based on differing
complexity levels in airspace as
a function of traffic levels.
The first part of that question has essentially been answered: flight crews
relying on the expanded DME-DME
networks for precision navigation
backed up by controller interventions
to divert some traffic to other fields or
into holding patterns where necessary.
But what about the scenario of the aircraft with a contingency? To Fulton,
the question is presumptuous because its based on the misbelief that
the current system was put together
with the same level of foresight and
analysis thats going into the NextGen
project. As he points out, the existing ATM system wasnt the result of a
grand plan it evolved over time to its
present state.
There are thin spots in the NAS,
Fulton observed, but we operate with
the assumption that everything is fine.
Your question is also presumptuous because we assume everything is fine today. If a controller is working traffic to
a runway today and has someone with
a problem in the midst of a whole bunch
of airplanes coming together on final,
he is still responsible for the track, altitude, speed and separation of all those
the support tools that are available. Being able to manage flows into an airport
will require more utilization of PBN, he
claimed. Time Based Flow Management (TBFM) consists of different components like scheduled departures from
the ground into the stream, a metering
component allowing flow management
as far out as 200 nm, and others like
Ground Interval Management Spacing
(GIMS) that gives us a speed solution to
assign an aircraft for proper spacing.
But dont m a ke the aut om at e d
system too rigid. While the f lowmanagement system works very eff iciently today, Woods said, the
big message controllers want to get
www.bcadigital.com
Operations
Current schedule
for NextGen
implementation.
Unlike the stillborn
attempt to modernize
ATC during the 1980s,
FAA has made real
progress in advancing
the NAS into a 21st
century PBN-centric
paradigm. In goals,
note recent addition
of resilience, or
hardening the system
against cyber-attacks
or other terrorist
mischief.
Integration Is Key
Woods believes that integ ration
across the whole mass: equipage,
concrete, everything is essential to
NextGens success. The biggest selling point for RNP is to be able to establish a more repeatable stabilized
approach, he said. So, if I have three
airplanes, two that are equipped to
f ly the RNP approach and one that
isnt, that forces me to go to a more
conventional way to manage the finals, meaning I have to go farther
out [in the flow stream] and employ
legacy methods like radar vectoring.
The more automated we get, the more
complicated we get, and that applies
to everything.
We will never be done with PBN,
Woods continued, it will evolve and
must be continually updated. The key
part is the process of how we build these
RPN procedures to accommodate all
the stakeholders from inception to implementation. No one will get a 100%
solution, so we have to work together
and accept compromise. Its all about
the process and the communication
we have between stakeholders, making
sure everyones views are captured as
much as possible. But we come to the
20/Twenty
Fred George
Senior Editor
fred.george@penton.com
First hour fuel burn is 1,500 lb. and distance traveled is 378
nm, assuming a cruise altitude of FL 430. During the second
hour, pilots plan on cruising at 410+ KTAS and burning 1,170 lb.
Cruise speed is about the same at FL 450 during the third hour
and subsequent hours, but fuel flow drops to 1,100 pph or less.
Model 560XL aircraft are classic simple Citations, so theyre
inherently reliable. If something does break, Textron Aviations
product support ranks among the best, according to operators.
According to Wayne Hilmer at Omni International Jet Trading
and confirmed by Henry Rollings at Guardian Jet, LLC, parts,
labor and APU reserves run close to
$400 per hour, using Cessnas maintenance plans. PWCs Eagle Service Gold Lite runway costs another
$351.40 per hour for both engines.
Meeting the January 2020 ADS-B
Out mandate may be accomplished
by incorporating ST00361BO that
updates the Primus 1000 RCZ comm
unit boxes, swaps out RMU radio
FABRIZIO GANDOLFO
management units and adds WAAS
GPS receivers. The cost is about $100,000 to $190,000. Garmin
and Elliott Aviation now offer a full G5000 redux that replaces
virtually every original Primus 1000 component. The package
includes new displays with synthetic vision PFDs, digital flight
control system and new autopilot, new dual AHRS and DADCs,
TAWS-A, TCAS II with dual, hybrid ADS-B/Mode S transponders, solid-state weather radar, auto-throttles, electronic charts,
XM satellite radio and/or Iridium data link weather, new CNS radios, coupled VNAV and WAAS-LPV approach, plus twin touchscreens. Available in late 2018, the $450,000 system meets the
upcoming ADS-B mandates and many more requirements, while
shaving at least 200 lb. from aircraft empty weight.
Learjet 45XR is Citation XLSs main competitor, offering
higher cruise speeds, more modern systems, less drag and
offers slightly better fuel efficiency. However, it also needs considerably longer runways, it has a smaller cabin and 38 percent less external baggage volume. Historically, eight Citation
560XL family aircraft have sold for every five Learjet 45s.
Hawker 800-series aircraft also compete in this class, having larger cabins, higher cruise speeds, much more tanks-full
payload and longer range. But, runway performance isnt as
good and operating costs are higher.
Asking prices for Excel are $2.0 million to $2.8 million, while
XLS commands $3.7 million to $4.7 million, according to Informas Aircraft Bluebook price digest. These two models are
reliable workhorses. These two aircraft offer a blend of cabin
comfort, short-field performance, 400 KTAS block speed and
backing from Cessna that is virtually unbeatable. BCA
www.bcadigital.com
On Duty
Edited by Jessica A. Salerno jessica.salerno@penton.com
www.bcadigital.com
Gulfstream
G200, Galaxy, GIV, G450, GV, G550,
G650, G650 Conference Group, GV Crew
Rest, G550 Crew Rest, Conference Group
Cessna
CJ, CJ1, CJ1+, CJ2, CJ2+, CJ3,
CJ4, XL, XLS & XLS+, Ultra,
Encore, Encore+, Citation X,
Citation Sovereign, Citation Mustang
Hawker
XP Series
Dassault
F2000, F900, F7X, Falcon 50,
Conference Group
Conference Group
Bombardier, Dassault, Gulfstream
Embraer
Phenom 100 & 300
Legacy 600 Series
Pilatus
PC-12
Custom Divan JetBeds for most
applications available on request.
Custom JetBeds for VVIP aircraft such
as Boeing, Airbus and Lineage 1000
available on request.
Citation Sovereign / X
Member of
NBAA
www.Jet-Bed.com
858-395-6888 or
sales@jet-bed.com
1. Acropolis Aviation
Enhances Inflight Cuisine
Farnborough, UK-based Acropolis Aviations cabin crew recently attended
Tannery, an award-winning cookery
school run by food writer and television
chef Paul Flynn in Dungarvan, County
Waterford, Ireland. Acropolis Airbus
ACJ319 has a spacious galley similar
to a real kitchen, so the course covered the art of plate and platter presentation, food pairing, oven management and seasonal menu ideas. The
ACJ is the flagship for the company,
which is also the launch customer for
the new ACJ320neo.
1
2
Acropolis Aviation
chartersales@acropolis-aviation.com
Air BP
www.airbp.com
rocketroute
www.rocketroute.com
4
process for the international general
aviation sector by providing intuitive
online access to an extensive, global network of aviation fuel location,
convenient payment methods, and
www.bcadigital.com
macairgroup.com
Why Legacy?
For one simple reason.
Legacy Aviation Services has personnel and experienced
technicians with Citation & King Air knowledge spanning
decades. Knowledge and experience that wasnt bought.
It was earned.
405.350.2100
(KRCE) | Yukon, OK
www.bcadigital.com
www.legacy-aviation.com
7. Loyalty App
from Signature
Sportys Pilot Wings watch tracks current time and zulu time in a rugged
construction, custom Timex watch. The
analog and digital options can handle
any two time zones. It has a performance strap, stopwatch, countdown
timer and alarm. An Indiglo night-light
illuminates the dial in low light. The
watch is water resistant to 330 ft.
Price: $69.99
RUAG
Emmen, Switzerland
www.ruag.com
Sportys
(800)-SPORTYS
www.sportys.com
LEKTRO
Since 1945
Models ranging
15,000 to 280,000 lbs.
Electric
Towbarless
Certified
Easy to Use
Universal
Rugged
Simple to Maintain
www.
LEKTRO .com
1-800-535-8767 1-503-861-2288
sales@lektro.com
64 Business & Commercial Aviation | December 2016
www.kaiserair.com
510-569-9622 (KOAK) | 707-528-7400 (KSTS)
www.bcadigital.com
www.asertecfbo.com
KFWA
fwaerocenter.com
Phone: 260.446.3456
csr@fwaerocenter.com
www.bcadigital.com
10
The Ez Creeper Company has introduced its new Ez Creeper for aviation
that is designed by a pilot for aircraft
maintenance. It unit is adjustable without dismounting hand-powered hydraulics, is lightweight and constructed of
1/8-in. aluminum frame. There is a lifetime warranty (limited). The company is
claiming a 10% increase in productivity
when using its product.
9. AMSTAT Aircraft
Valuation Tool
AMSTAT, Inc.
(877) 4AMSTAT
Tinton Falls, New Jersey
www.amstatcorp.com
Stay connected in
the air or on the ground
-only 5 per message
LOW COST
WORLDWIDE
16 USERS
airtext.aero
678-208-3087
www.bcadigital.com
ALIs
ALIs
ALIs
ALIs
ALIs
ALIs
ALIs
ALIs
DIRECT REPLACEMENT
LED LAMPS
Tel: 631-474-2254
Fax: 631-474-0355
E-mail: sales@aircraftlighting.com
OMAC-E #553
ANAC #1B-560
4
Pre Purchase Evaluations
4
A.O.G Services
4
Mobile Repair Party
4
Safety and Reliability
4
Parts Department
4
Avionics Shop
4
Battery Shop
4
5960&HUWLFDWLRQ
4
Management Services
4
DOM Services
4
Third Party Review
www.reliablejet.com
561-417-3834
info@reliablejet.com
Hablamos Espaol
www.bcadigital.com
contact
STACEY BROWN
preferred limousine llc, dba
preferred transportation
WHITE PLAINS
www.preferredlimo.com
(970) 379-2259
reservations@preferredlimo.com
BREAKS FREE!
THE AIRCRAFT
FUEL LEAK
STOPS HERE
At Seal Aviation we repair aircraft fuel leaks the rst time, everytime!
Thats why we offer a 181 Day Warranty on all of our leak repair work.
We also offer:
Non- Destructive Testing and Structural Repair support 24/7 any
where in the world
A rapid response team ready to deploy to your location for your
AOG maintenance and emergencies
FAA and EASA Certied Repair Station 9JBR401B
S.E.A.L Aviation 1011 N.W. 51ST. Fort Lauderdale, Florida, 33309
www.SEALaviation.com 954-492-3522 Sales@SEALaviation.com
70 Business & Commercial Aviation | December 2016
www.bcadigital.com
Advertisers Index
AcUKwik.com
acukwik.com
Page 33
Legacy Aviation
www.legacy-aviation.com
Page 63
Advent
aircraftsystems.aero/dealers
Page 69
Lektro
www.lektro.com
Page 64
Aircraft Bluebook
aircraftbluebook.com
Page 38
Aircraft Lighting
www.aircraftlighting.com
Page 67
Asertec
Page 65
www.bcadigital.com
NBAA
nbaa.org/join
Page 37
2017
INDUSTRY
EXPO
Join NGPA for the TWO-DAY Expo
presented by United Airlines at
The Renaissance Palm Springs
Hotel in sunny California.
JAN 1920
The 2017 Expo brings a broad range of
industry-centered presentations, seminars
and attendee registration enhancements
to ensure a top-notch experience.
Piper
piper.com/M600
IBC
ATTENDEE REGISTRATION
BEGINS NOVEMBER 1
Preferred Limousine
www.preferredlimo.com
Page 70
S.E.A.L. Aviation
www.sealaviation.com
Page 70
Send Solutions
www.send.aero
Page 66
SmartSky Networks
smartskynetworks.com
Page 19
The Drake Group
drake-group.com
Page 66
The Weekly of Business Aviation
www.aviationweek.com/wba
Page 2
True North
Page 10
Western Aircraft
www.westaircom/fbo
Page 68
NGPA.ORG
STOL aircraft still might be very much special purpose vehicles, but the special
purposes are a lot less remote than most of us are aware.
Convair 600
Convair 600 Executive is
equipped with Rolls-Royce Dart RDa
IOs, and will carry 19 including crew.
Price of conversion to owners Convair
240, 340 or 440 is about $682,720.
Cessna 401/402
Scheutzow Helicopter
www.bcadigital.com
As a naval aviator, test pilot and astronaut, Mark Kelly has been
recognized for his courage and determination. A true pioneer,
he appreciates the innovation, craftsmanship and utility of the
Exospace B55, the first Breitling connected chronograph. This
multifunction electronic instrument, powered by an exclusive
COSC chronometer-certified caliber, reinvents the connected
watch by dedicating it to the service of aviation professionals.
Performance, functionality, and reliability. Welcome to the world
of tomorrows technology. Welcome to our world.
B R EI T LI N G. C O M