55 th

FEBRUARY 2021

MasterCorp provides hospitality cleaning services from its Crossville TN headquarter.

Since 1993, the company has used aircraft to reach its branch locations in 23 states across the
US. At CSV (Crossville TN) are (L–R) Aviation Mgr Sean Smith, Founder/Chairman/”Chief
S &D
Housekeeper” Alan Grindstaff, Chief Pilot Jared Grindstaff, and Flight Attendant &
r o ps
Faye Blose with the company’s Embraer Legacy 500 and Pilatus PC-12. op b
Tur

Cover Feb.indd 1 2/5/21 2:17 PM

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February 2021 Vol 55 No 2
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2  PROFESSIONAL PILOT  /  February 2021

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Ad Index
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3-20 lyt.indd 2-19-lyt.indd
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lyt.indd 33 3 2/3/21 6:00
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2/25/20 2:11 PM
3:55 PM
 February 2021 Vol 55 No 2

Features
8
8 VIEWPOINT
NBAA Pres & CEO highlights the importance of
virtual meeting spaces for bizav professionals.

10 TRENDS
International business aviation travel
by Melissa Singer
10
Popular airports and service providers on North America’s
west coast.

20 HELICOPTER NEWS
Pro Pilot staff
Announcements from the rotary-wing industry.

22 22 PIREPS
Pro Pilot staff
Reports from business aviation manufacturers
and service providers.

32 OPERATOR PROFILE
MasterCorp
by Brent Bundy

32 Cleaning company operates Embraer Legacy 500, Pilatus PC-12,

and Cessna 182 to visit customers across 23 states.

38 AIRCRAFT LIFE CYCLE MANAGEMENT

Direct operating costs of business jets and turboprops
by Don Van Dyke
Among strategies to ensure aircraft airworthiness, minimize costs,
and preserve aircraft value, it’s important to understand,
monitor, and manage DOCs.
38

4  PROFESSIONAL PILOT  /  February 2021

Contents 2-21 lyt.indd 4 2/3/21 4:55 PM

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Contents 2-21 lyt.indd 5 2/3/21 4:55 PM

 February 2021 Vol 55 No 2

Departments Cover
MasterCorp provides
14 TERMINAL CHECKLIST hospitality cleaning services
from its Crossville TN
Quiz on procedures when flying into CLD headquarter. Since 1993,
(Carlsbad CA). Answers on page 16. the company has used
aircraft to reach its branch
locations in 23 states across
18 SID & STAR the US. At CSV (Crossville
TN) are (L–R) Aviation Mgr
Sid interviews an airline pilot as a backup FO. Sean Smith, Founder/Chair-
man/”Chief Housekeeper”
24 SQUAWK IDENT Alan Grindstaff, Chief Pilot
Jared Grindstaff, and Flight
Pro Pilot readers describe their experiences Attendant Faye Blose with
using ground services during 2020. the company’s Embraer Leg-
acy 500 and Pilatus PC-12.
Photo by Brent Bundy

Voted Best Caribbean FBO - Pro Pilot 2020 PRASE Survey

Main 1-242-377-3355 • 1-242-377-3399 • jnas@jet-nassau.com • Ops Manager Charles Bowe 1-242-810-2540

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Jet Nassau has 300,000 sq ft of ramp space and

fully service FBO terminal building that includes
on-site Bahamas Customs and Immigration.

• Operates 24 hours • Conference room

• Concierge services • VIP room
• Catering • Car rental
• Aircraft charter • Courtesy transportation
• Computerized flight planning room • 20,000 sq ft of hangar space
• Pilots lounge • On-site mechanic Follow us on:

Jet Nassau • One Coral Harbor Road, Nassau, New Providence • The Bahamas

Contents 2-21 lyt.indd 6 2/3/21 4:55 PM

 Textron Aviation is more than a maintenance provider. We’re your connection.
Your link to a strategic network built to keep your aircraft performing at its highest level.
Your access to a global array of support centers and your source for quality inspections,
parts and repairs by knowledgeable experts. We’re built to keep you moving.

Learn more by connecting with us at txtav.com/experts.

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© 2020 Textron Aviation Inc. All rights reserved.

T694-065034-0_c1_IndustryExpertsFullPagePrintAd_szB_FIN.indd 3 11/11/20 5:04 PM

Contents 2-21 lyt.indd 7 2/3/21 4:55 PM

 VIEWPOINT
an editorial opinion
Schedulers & Dispatchers committed to meeting
today’s challenges while looking to the future
By Ed Bolen
President & CEO, NBAA
A
s we all look eagerly toward the year ahead, it’s
important to note that, while 2020 was certainly
a time in which we all faced unique, daunting,
and at times seemingly relentless challenges, it was also
a year marked by innovation and resilience across our
industry and throughout the world.
Schedulers and dispatchers (S&Ds) have showcased
those qualities during our Covid times. They are truly the
hub of any flight operation, and are known for their ded-
ication, professionalism, and creativity in flight planning.
That has certainly remained true as they’ve adapted to a
host of unusual circumstances over the past 10 months.
And while 2021 also looks to be a bit different than what
was once “normal,” it’s important to note that our indus-
try’s S&D community continues to focus on meeting the
challenges, not only in our current environment, but also
looking toward the future.
S&Ds have always been at the forefront of new technol-
ogies and their potential applications in our industry. S&D
personnel have always kept close track of developments
that allow them to share the latest information, to plan,
dispatch, and monitor flight activity more efficiently, and
to manage operations in a safe and secure environment.
Certainly, this has been been the case over the past year.
As we’ve all relied on virtual communication in place of
in-person interactions, it’s also been front-and-center in
the lives of schedulers, allowing these vital employees to
continue seamlessly with their duties outside the office or
hangar environment.
Virtual communication has also enabled the S&D com-
munity to meet regularly in virtual networking happy
hours, in which dozens of S&Ds gather online for import-
8  PROFESSIONAL PILOT  /  February 2021
Editorial - NBAA S&D.indd 8
NBAA Go Flight Operations Conference is scheduled for Feb
23–25. This virtual environment will give the schedulers,
dispatchers, and international operators a space to discuss
industry issues and recent developments.
ant conversations, both formal and informal, to
share guidance and best practices throughout this
admittedly unusual time.
At the same time, S&Ds are also working to en-
sure the future of our industry, including through
their commitment to addressing workforce issues
throughout business aviation. Covid-19 has tem-
Photo courtesy Satcom Direct
porarily affected the hiring shortages faced by
many flight operations, but we know that this sit-
uation may be reversed easily in the near future,
and the pipeline of new and qualified personnel
must be maintained.
Meeting our industry’s workforce challeng-
es is among the priorities of NBAA’s Schedulers
& Dispatchers Committee – a group focused
on promoting education, networking, and engagement
throughout the S&D community and across our industry.
All of these are also important themes at NBAA’s annual
gatherings, including NBAA’s Schedulers & Dispatchers
Conference (SDC).
In addition to showcasing industry issues and recent de-
velopments, the annual conference highlights training and
monetary scholarships, and, in normal times, provides op-
portunities for students in the community to tour airports,
FBOs, and flight operations to learn more about business
aviation.
While Covid-19 will prevent S&Ds from gathering in
person in Fort Worth TX at SDC2021, those important
themes and vital conversations will continue throughout
the new NBAA Go Flight Operations Conference, sched-
uled for Feb 23–25.
This virtual event combines the annual SDC and our
International Operations Conference to bring together
schedulers, dispatchers, pilots, and others focused on
mission planning to refine and rethink their business
planning, and even their very definition of success, in a
world upended by the coronavirus pandemic.
The NBAA Go Flight Operations Conference is one of 2
new virtual events for Q1 2021 (along with the NBAA Go
Leadership Summit) that will bring people together with
speakers, educational content, and other offerings that
will provide a road map for surviving, and even thriving,
in an ever-changing environment.
I believe 2021 will be the year in which business avia-
tion closes one of its most difficult chapters, looks toward
new horizons, and leverages opportunities on every level
– just as we have always done. I hope you’re able to join
us online for one or both of these important upcoming
conferences, where you’ll see this innovative and resilient
spirit on proud display.
2/2/21 4:45 PM
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 TRENDS
International business aviation travel
Popular airports and service providers on North America’s west coast.
Manny Aviation Service recently announced it has secured IS-BAH Stage 2 registration at its main
location at TLC (Toluca, Mexico), following an audit in December 2020.
By Melissa Singer
Contributing Writer
L
ast year was unprecedented
for every facet of the aviation
industry due to the Covid-19
pandemic. We know broadly how
significantly business aviation has
been affected. Most aircraft opera-
tors and FBOs went into December
2020 knowing their year’s budget
was irrecoverable due to business
shutdowns and global travel restric-
tions imposed as a result of the crisis.
Industry experts like JETNET are
collecting and analyzing as much
data as possible from 2020 to help
determine the effect of the pandem-
ic. When reviewing 2020 data, there
were 3 very distinct time frames.
First was the part of Q1 2020 be-
fore the virus hit the mainstream
news. Second was the end of Q1
and, arguably, all of Q2 2020, when
aviation businesses were scrambling
to figure out what needed to be done
to maintain essential operations as
safely as possible in the midst of
crisis, as well as how to material-
10  PROFESSIONAL PILOT  /  February 2021
AoE West Coast -2-21 lyt.indd 10
ize the proper safety measures into
written protocols. Countries across
the globe experienced lockdowns,
where only businesses deemed es-
sential remained open.
The third time frame started dif-
ferently for each business, depend-
ing on how quickly they were able
to understand the new mandated
guidelines as they pertained to their
unique business operations, and to
design new protocols around the re-
quired guidelines. An additional re-
lated factor was the lead time need-
ed to procure the personal protective
equipment (PPE), cleaning and dis-
infecting products, and equipment
for executing and maintaining these
new safety protocols.
Although a Covid-19 vaccines ex-
ist, they are not yet widely available,
so operating in the pandemic is still
challenging. Going forward, 2020
will forever be referred to as a year
of trying to establish a new normal.
In mid to late Q1 2021, industry data
experts will begin to publish 2020
figures, which, when analyzed with
data from 2019, will become a more
significant milestone than previous
year-on-year comparisons, as 2019
was the last “normal” year for avia-
tion operations.
Pre-Covid intl travel trends
JETNET has provided a data set of the
top 25 bizav airport city pairs on North
America’s west coast. Those who are
generally familiar with private avia-
tion would surmise that Canada and
Mexico are going to be the most pop-
ular international country destinations
from the west coast. The specifics are
quite interesting for those diving into
the detailed data for the first time, and
provide great intelligence for those op-
Photo courtesy MAS
erating aircraft or companies that sup-
port private aviation.
Top 10 airport/city pairs used by
business aircraft operators in 2019
1. VNY (Van Nuys CA) to SJD
(San José del Cabo, Mexico)
2. SNA (Santa Ana CA) to SJD.
3. BFI (Seattle WA) to YVR
(Vancouver BC, Canada)
4. LAX (Los Angeles CA) to SJD
5. VNY to CSL
(Cabo San Lucas, Mexico)
6. PSP (Palm Springs) to YYC
(Calgary AB, Canada)
7. LAS (Las Vegas NV) to YVR
8. LAS to TLC (Toluca, Mexico)
9. LAX to YVR
10. PSP to YVR
SJD ranks #1, holding 8 of the 25
top spots. YVR holds 6, and CSL holds
4. The city pair of VNY–SJD topped
the list with roughly 450 flights. With
Mexico making up 16 and Canada 9
of the top 25 international city pairs,
they will be watched carefully in
2021 to understand the continuing
effect of Covid-19 on international
business aircraft travel.
Traveling to/from Asia
Looking further out, travel trends
to Asia will be a leading indicator of
international travel’s recovery status,
2/4/21 3:51 PM
 and 2019 will be a benchmark for
years to come.
Broadening our look to the top 25
business aircraft US–Asia airport/city
pairs reveals some unique and sig-
nificant trends. First, the departure
city travel trend shows ANC holding
13 of the top spots, and FAI (Fair-
banks AK) holding 2, making Alaska
the US state with the most business
aviation departures when traveling
to Asia. Second, the arrival city trav-
el trend is also highly concentrated,
with Japan holding 11 of the top 25
spots – Tokyo holds 7 of those spots.
China has 6 destinations.
Top US west coast–Asia airport/city
pairs used by business aircraft
operators in 2019
1. ANC (Anchorage AK) to HND
(Haneda, Tokyo, Japan)
2. ANC to PEK (Beijing, China)
3. ANC to PVG (Shanghai, China)
4. ANC to HKG (Hong Kong)
5. ANC to GMP (Seoul, S Korea).
6. BFI to HND
7. ANC to CTS (New Chitose, Japan)
8. ANC to NRT (Narita, Japan)
9. ANC to TSA (Taipei, Taiwan).
A 2019 bizav trend benchmark
to watch
Drawing from JETNET iQ, which is
an aviation market research, strategy,
and forecasting service for the busi-
ness aviation industry, here is an in-
teresting trend to watch to see if the
pandemic has affected or will affect
aircraft purchases in 2020, 2021 and
beyond.
From top to bottom, the main 5 jet
aircraft purchase inhibitors trending
are: not needing additional aircraft,
economic/regulatory uncertainty,
high purchase price or trade-up
costs, decline in business activity,
and inability to sell current aircraft.
The order of ranking changes slight-
ly by aircraft size between the small,
medium, and large jet categories.
The large jet segment is the top rank-
ing category. Interestingly, not need-
ing additional aircraft and inability
to sell current aircraft do not change,
regardless of aircraft size.
Similarly, the top 5 TP aircraft pur-
chase inhibitors are: not needing
additional aircraft, decline in busi-
ness activity, high purchase price or
trade-up costs, high operating costs,
and inability to sell current aircraft.
AoE West Coast -2-21 lyt.indd 11
Hong Kong Business Aviation Centre stated it will remain grateful, positive, and purposeful
toward a brighter future.
Commercial vs private flights
Commercial aircraft travel has al-
ways paled in comparison to the pri-
vate aircraft travel experience, but the
pandemic widens the gap. Forget for
a minute about the mandatory mask
requirement from the time you arrive
at the airport until you exit your des-
tination airport, as that is an obvious
source of reduced comfort. On recent
commercial travel trips, the availabil-
ity of food and beverages at airports is
widely diminished. The fact of there
being fewer travelers has resulted in
fewer amenities, and many executive
lounges are temporarily closed.
FBOs, on the other hand, seem to be
adapting more quickly to the return of
customer amenities. On a recent trip
to Tac Air at DAL (Dallas TX), The Wall
Street Journal was conveniently avail-
able in digital format for touchless
reading and enhanced safety. Heri-
tage Aviation at BTV (Burlington VT)
had a plethora of healthy and conve-
nient single-serve drink and snack op-
tions via vending machines. At FRG
(Farmingdale NY), Republic Jet Cen-
ter had just installed a single-serve
designer water system with touchless
operation capability for the luxury
experience of creating your very own
flavored still or sparkling water with a
vitamin C immune booster.
This leads us to the question of
whether coming into contact with
significantly fewer people will be-
come a decision driver for people
Photo courtesy HKBAC
to choose private aviation going for-
ward. Actually, it could become as
important a factor as comfort, con-
venience, and time savings to certain
travelers, especially those with com-
promised immune systems.
Business jet traveler confidence
No one knows how long it will
take to rebuild customer confidence
to the point where, once again, there
are 77 bizjet trips between Anchor-
age and Tokyo in a single travel year.
Aviation has a clear focus on work-
ing to bolster that confidence on
multiple fronts by introducing new
disinfection, protection, and safety
protocols for crew members, pas-
sengers, aircraft, and FBO facilities.
On crew member protocols, on
December 22, 2020, Flexjet an-
nounced that flightcrews would be
required to take PCR Covid-19 tests
at home with medical supervision
before each tour of duty beginning
January 2021. Investing in this new
protocol for its more than 830 flight-
crew members spoke volumes about
the company’s dedication to the
safety of its crewmembers and pas-
sengers, which definitely increases
traveling confidence for both groups.
On passenger protocols, logistics
companies across transportation, ho-
tels, and inflight caterers have imple-
mented cleaning, disinfection, and
operational protocols to instill cus-
tomer confidence. There is a signifi-
PROFESSIONAL PILOT  /  February 2021  11
2/4/21 3:51 PM
 Castle and Cooke’s VNY (Van Nuys CA) base serves the Los An-
Photo courtesy Castle & Cooke Aviation
geles area. The facility has 210,000 sq ft of hangar space and
205,000 sq ft of ramp, plus executive conference room, flight
planning center, and pilot’s lounge and rest area.
cant number of new and quite visible
signage explaining all the steps these
companies are taking to fight the
spread of the pandemic. There are
safety seals on hotel room doors plus
messaging throughout hotel common
spaces trumpeting the measures that
are being taken to keep customers
safe. Rental cars and limousines dis-
play similar signage and offer hand
sanitizer to passengers, in addition to
requiring face coverings.
Global inflight catering expert Air
Culinaire Worldwide (ACW) has re-
mained open and has been servicing
the aviation community throughout
the pandemic with kitchens it oper-
ates across the US, and in Paris and
London, in addition to its extensive
network of vetted global catering part-
ners. While PPE, cleaning and disin-
fection, and the safety and security of
both food handling and kitchens are
not new to inflight catering, ACW has
shared that it swiftly created a service
video messaging the extra sanitiza-
tion steps being taken to fog all of its
kitchens and delivery vehicles with
hypochlorous acid for the safety of
all employees and clients. That video
went a long way to educate and build
confidence for everyone involved.
Aircraft safety
Covid-19 has transformed cleaning
and disinfection with nearly all oper-
ators, adding the spraying of a micro-
bial protectant product that had not
been the norm prior to the pandemic.
Both commercial and private aviation
operators are now “protecting” their
aircraft in addition to previous clean-
ing and disinfection practices.
12  PROFESSIONAL PILOT  /  February 2021
AoE West Coast -2-21 lyt.indd 12
Monterey Jet Center MRY (Monterey CA), an Avfuel-branded FBO, will be the
first customer to receive a consistent supply of sustainable aviation fuel. First
delivery is scheduled for Q1 2021.
David Allen Certified, an indus-
try disinfection and protection ex-
pert, experienced a monumental
surge in demand for its services in
March 2020 on both the commer-
cial and business aviation fronts.
The demands included much more
than the obvious urgent call to de-
contaminate an aircraft that had a
known Covid-19 exposure. Services
in immediate demand were a rise
in consulting engagements to write
disinfection and protection proto-
cols, and plans of executing for air-
lines, aircraft operators, and FBOs,
which included employee education
and training on using the correct
products and equipment, assisting
leadership in procurement of PPE,
products, and equipment, as well as
managing aircraft fleet cleaning and
disinfection/protection programs.
Founder and CEO David Allen ex-
plains that the pandemic drove the
creation of the David Allen Certified
Licensed Partner Program, in which
companies are trained to implement
their own disinfection and protec-
tion protocols and to be able to offer
these services to their clients’ air-
craft, vehicles, real estate, and oth-
er corporate assets. The demand for
disinfection and protection exper-
tise and services continues to grow
across every business industry and in
homes across the globe.
FBO safety
National Air Transportation Asso-
ciation (NATA), the leading national
trade association representing the
business interests of general aviation
companies, also provides education,
Photo courtesy MJC
services, and benefits to members to
help ensure their long-term economic
success. NATA displayed great agility
in responding quickly to the need for
an FBO cleanliness standard. It cre-
ated and launched Safety 1st Clean,
a cleaning standard safeguarding per-
sonnel, corporate assets, and the gen-
eral flying public. By June 30, 2020,
50 FBOs were already self-certified
and participating. It was one of many
examples of business aviation leaders
banding together for the good of the
industry at the onset of the pandemic.
It is impossible to predict when
business aircraft will travel the globe
at the levels of 2019, but the indus-
try as a whole continues to exhibit
a tenacity to do whatever it takes to
ensure the safety of its crews, team
members, and passengers. Thus far,
the level of dedication to enhancing
safety, disinfection, and protection
protocols to restore traveler confi-
dence, demonstrates that it is a glob-
al top priority for the entire aviation
industry.
This is the 2nd of a 2-part series focusing on
international business travel trends from the
US. Part 1 appeared in Pro Pilot, Oct 2020,
p 28.
Melissa Singer
is the CEO and
founder of Moxie
Global Consult-
ing. She served as
senior director of
brand extension
for Signature Flight
Support, and has held senior leader-
ship positions with Flight Options/
FlexJet and the Walt Disney Co.
2/4/21 3:51 PM
 Asia's FBO,
proudly serving the region
since 1998

Hong Kong Business Aviation Centre

12 South Perimeter Road, Hong Kong International Airport, Lantau, Hong Kong

(852) 2949 9000 (852) 2949 9500 hkbac@hkbac.com

www.hkbac.com

AoE West Coast -2-21 lyt.indd 13 2/4/21 3:51 PM

 Terminal Checklist 2/21
Answers on page 16  
  
   








 



Refer to 12-21 RNAV (RNP) Z Rwy 24 for KCRQ/CLD (Carlsbad


  



   
CA) when necessary to answer the following questions:    

  

1. The airport’s ICAO identifier is CLD.
a True b False  




 
2. Select the true statement(s) regarding the approach procedure.




  
a Another RNAV (RNP) approach exists for Rwy 24. 


  
 

b Terrain contours are charted for the entire approach  

procedure.  

 
c This approach is only authorized for aircraft in approach 


 

 







Categories A, B, and C.


 




d Another approach for Rwy 24 uses GPS as the primary

  
 
 
navigation source.  


   


  
   


 
3. Any aircraft that meets the equipment requirements speci- 
 
 
fied in AC 90-101A, Approval Guidance for RNP Procedures
 
      

 






 
with AR, is authorized to fly this approach. 



 


 







a True b False     

 


 



 


  

 






4. Select the true statement(s) regarding the equipment require-  




  

Reproduced with permission of Jeppesen Sanderson. Reduced for illustrative purposes.

 
ments to fly the approach.  


 

      
a The aircraft’s MEL should include the RNP AR equipment    
 
 
   


requirements.  
 

 
 
b An autopilot or flight director driven by the RNAV system  


  

is required when flying from ICUGA. 

 

 
c An autopilot or flight director driven by the RNAV system  


 


is required when flying from TANNR.  





 


   

d The aircraft does not need to be equipped with TAWS be-




 
cause RNP values less than 0.30 are not required.  

  

5. The aircraft’s navigation system may allow this approach 

procedure to be modified after it is loaded into the RNAV   
system.   

    


a True b False         


  




6. Select the true statement(s) regarding waypoints on approach.  

 

a Radar is required when flying the procedure from ICUGA.   

  

b A vector may be accepted to PALCI to begin the approach. 
           
c A vector may be accepted to CARCA to begin the approach. 

d A maximum airspeed of 180 KIAS applies to PALCI and   

ICUGA.   

e RF legs are required when flying the procedure from

Oceanside VOR and TANNR. Not to be used for navigational purposes

7. Select all that apply. An RNP level of 0.30 is required to _____ 9. A maximum speed of 150 KIAS applies to a Category B aircraft
a use a DA of 931 ft MSL. flying from PALCI to JUBIM.
b fly the missed approach procedure. a True b False
c fly the procedure from all initial approach fixes.
Select the true statement(s) regarding the final approach segment.
d be selected prior to initiating the approach if the navigation 10.
system does not set the RNP value for each procedure leg. a The RNAV glidepath and the PAPI have descent angles with-
in 0.2° of each other with TCH values within 3 ft.
8. The procedure is not authorized for arrivals on radials R-170 b If the MALSR or REIL are inoperative, minimum visibility in-
clockwise to R-263 at which IAF? creases by ¼ sm when flying to a DA of 931 ft MSL.
a ICUGA c The landing minimums for this approach comply with a set
b TANNR of criteria that are similar to EU-OPS requirements.
c Julian VOR d When flying the final approach segment to a DA of 810 ft MSL,
d Thermal VOR the airplane’s navigation equipment must display the RNP
e Oceanside VOR value of 0.30.

14  PROFESSIONAL PILOT  /  February 2021

Terminal Checklist 2-21 lyt.indd 14 2/2/21 4:30 PM

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Answers to TC 2/21 questions
1. b The International Civil Aviation Organization (ICAO) identifier is listed first,
followed by the International Air Transport Association (IATA) identifier. In this case,
the ICAO code (KCRQ) is different from the 3-letter IATA identifier (CLD).
2. c, d The route from Thermal VOR to URIJI waypoint is surrounded by a dashed
line and labeled “NOT TO SCALE.” Terrain contours are only charted on the to-scale
portions of the chart. A note in the heading section of the chart indicates “CAT A,
B, and C,” and the landing minimums section shows “NA” for Category D aircraft. If
2 or more approaches use the same primary navigation source for a particular
runway, a letter (starting with Z and working back through the alphabet) appears in the
procedure title. In this case, the primary navigation source is GPS. The other
approaches for Rwy 24 – RNAV (GPS) X and RNAV (GPS) Y – are not RNP approaches.
3. b In addition to meeting the equipment requirements, operators must obtain
approval through OpSpecs, MSpecs, or Letters of Authorization (LoA).
4. a, c According to AC 90-101A, Approval Guidance for RNP Procedures with AR, an
operator’s minimum equipment list (MEL) for the aircraft should address the
equipment requirements for RNP AR instrument approaches. AC 90-101A also states
that a Class A terrain and warning system (TAWS) is required for all RNP AR
procedures. Procedures with RNP values lower than 0.30, or with RF legs, require
the use of an autopilot or flight director (FD) driven by the RNAV system – an RF leg
is required to fly the procedure from TANNR but not from ICUGA.
5. a According to AC 91-101A, the aircraft’s navigation system must not permit the
flightcrew to modify the stored data in the onboard navigation database (NDB).
When the flightcrew selects and loads a procedure from the onboard NDB, the
RNAV system must execute the procedure as published. However, this does not
preclude the flightcrew from having a means to modify a procedure or route after it
is loaded into the RNAV system.
6. a, c, e Ballflag note 3 indicates that radius-to-fix (RF) legs are required when flying
from Oceanside VOR and TANNR. Ballflag note 5 on the plan view indicates that
a maximum airspeed of 180 KIAS applies to PALCI and EGIVE. Ballflag notes 6 and 7
Terminal Checklist 2-21 lyt.indd 16
indicate that radar and a maximum airspeed of 210 kts are required at ICUGA. Pilots
must not modify the lateral path, with the exception of going direct to fix (DF), as
long as that fix is prior to the FAF and does not immediately precede an RF leg – a
pilot must not accept a vector to go direct to EGIVE, which precedes an RF leg, but
could proceed direct to CARCA if directed by ATC.
7. a, d A DA of 931 ft MSL applies to an RNP value of 0.30, and 810 ft MSL applies
to RNP 0.10. If the missed approach segment requires an RNP value of less than
1.0, the approach chart will include a note indicating this requirement. Ballflag
note 4 on the plan view, which requires an RNP value of 0.30, applies to all the
initial approach fixes (IAFs) except ICUGA. According to AC 91-101A, if the
navigation system does not extract and set the RNP value from the onboard
navigation database (NDB) for each leg of the procedure, the flightcrew must
ensure that the smallest RNP value required to complete the approach (in this case
0.30) or the missed approach is selected before initiating the approach.
8. c Ballflag note 9 states, “Procedure not authorized for arrivals on JLI VOR
airway radials R-170 clockwise R-263.” TANNR, Thermal VOR, and Oceanside
VOR have similar limitations. Restrictions of this type are typically due to a
TERPS requirement that limits turns to 120°.
9. a A table in AC 90-101A provides maximum airspeeds throughout RF legs.
For initial and intermediate segments, a maximum airspeed of 150 kts applies to
Category A and B aircraft, and 250 kts applies to Category C, D, and E aircraft.
In this case, according to ballflag note 5, a Class C aircraft would be limited to a
maximum speed of 180 KIAS at PALCI and EGIVE.
10. c An inoperative MALSR increases the minimum visibility by ¼ sm (from 1 3/8 sm
to 1 5/8 sm). However, runway end identifier lights (REIL) are not part of the approach
light system (ALS), so do not affect the minimum visibility. Procedural note 4 in the
Briefing Strip indicates that the VGSI and the glidepath are not coincident. According
to FAA Order 8260.19E, coincidental glidepath angles/vertical descent angles are
within 0.2° with TCH values within 3 ft. According to AC 20-138D, Airworthiness
Approval of Positioning and Navigation, it is not necessary for navigation displays,
particularly primary flight displays (PFDs), to include an actual navigation
performance (ANP) or RNP accuracy value. The displays only need to provide an
alert if the RNP value for the specific operation cannot be met.
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Terminal Checklist 2-21 lyt.indd 17 2/2/21 4:30 PM

 Cartoon art by

We invite readers to submit story lines that would work for a 6-panel Sid and Star cartoon. Send your thoughts by e-mail to editor@propilotmag.com.
If we use your idea, we’ll credit you by name and pay you $100.

18  PROFESSIONAL PILOT  /  February 2021

Sid & Star-2-21 lyt.indd 18 2/2/21 4:35 PM

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Sid & Star-2-21 lyt.indd 19 2/2/21 4:35 PM

 P R O F E S S I O N A L   P I L O T 

HELICOPTER NEWS
Airbus unveils Flightlab to Bell certifies new flight data
test future helo technologies monitoring device

Bell 407GXi
Airbus H130

A irbus Helicopters started in-flight tests on its Flightlab

platform, a flying laboratory dedicated exclusively to
maturing new technologies. The machine provides an ag-
ile and efficient test bed for applications that could later
improve the company’s current helicopter lineup. In ad-
dition, Flightlab could also yield more disruptive results
that could even benefit future fixed-wing aircraft or VTOL
and eVTOL platforms.
Flight tests started in April 2020, measuring helicopter
sound levels in urban areas. With its Flightlab demonstra-
tor, Airbus intends to test hybrid and electric propulsion
technologies, as well as exploring autonomy, and other
advancements aimed at reducing helicopter sound levels,
or improving maintenance and flight safety.
B ell earned a supplemental type certificate (STC) for
the installation of QuantiFLY. This new aircraft com-
munication unit is powered by Truth Data, a leader in
rotorcraft flight data monitoring, and offers a true low-
cost, lightweight, and fully automatic flight data moni-
toring (FDM) solution.
QuantiFLY works with Appareo Systems connectivity
hardware, and uses and FDM analytics to enable op-
erators to affordably use the data to be actionable and
enhance safety. The device utilizes cellular (4G LTE/3G
GSM) on-the-ground data transmission to offboard air-
craft flight parameter and maintenance data via cloud
for processing and analytics.
This solution is currently available for Bell 407GXi
and 429 helicopters.

GE and Mint Turbines sign MRO provider agreement

G eneral Electric announced that Mint Turbines

has become a licensed maintenance, repair
and overhaul (MRO) provider for GE. Under the
T700-GE-700

agreement, Mint will perform MRO services on

T700-GE-700, -701, -701A, -701C, and -701D tur-
bine engine models.
Mint will focus on T700 engines installed on
Sikorsky-manufactured EH-60, HH-60, UH-60,
or S-70 helicopters that have a valid Restricted
Category Certificate or Public Use Exemption is-
sued by a Civil Aviation Authority. Work will be
accomplished at SUD (Stroud OK).

20  PROFESSIONAL PILOT  /  February 2021

Helicopter News 2-21 lyt.indd 20 2/2/21 4:46 PM

 robinson-r66-options-ad-pro-pilot-february-2021.pdf 1 12/9/2020 7:21:03 AM

SAS/AUTOPILOT
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© 2020 Robinson Helicopter Company. Robinson and R66 are

registered trademarks of Robinson Helicopter Company.
Equipment listed above is optional.

Helicopter News 2-21 lyt.indd 21 2/2/21 4:46 PM

 Daher delivers first Kodiak 100 to French customer

D aher delivered a Kodiak 100 utility turbo-

prop to aerial work operator Héli-Béarn.
Based at PUF (Pau-Pyrénées Airport, Pau,
France), Héli-Béarn becomes the first French
customer for this aircraft.
The Kodiak, built in Sandpoint ID, is a ro-
bust, high-payload, and short takeoff and
landing platform suited for a wide variety
of missions. The turboprop delivered to Hé-
li-Béarn is intended for dropping parachut-
ists. In this configuration, the Kodiak 100 has
Photo courtesy Daher

a sliding door and benches to take up to 15

adventure seekers. Capable of climbing to
12,000 ft in 9:30, and can provide an average
of 4 rotations per hour.

Garmin receives approval for GFC 600 autopilot in select

King Airs

G armin received FAA STC ap-

Image courtesy Garmin

proval for the its GFC 600 dig-
ital autopilot in select Beechcraft
King Air C90 and E90 aircraft. The
GFC 600 digital autopilot is opti-
mized for turbine aircraft and deliv-
ers superior in-flight characteristics
and new operational capabilities such as vertical naviga- tential with G600 and G600 TXi flight displays, the GI
tion (VNAV), automatic course deviation indicator (CDI) 275 electronic flight instrument, as well as the GTN and
switching when paired with a GTN Series navigator, and GTN Xi Series of navigators.
enhanced go-around capability. With this certification, The GFC 600 digital autopilot for the Beechcraft King
King Air C90 and E90 owners and operators now have Air C90 and E90 turboprops is available through select
an autopilot upgrade that boasts superior integration po- Garmin authorized dealers.

Jet Aviation receives IS-BAH Stage II registration for its

FBO in San Juan

J et Aviation SJU (San Juan PR), the first FBO

in Puerto Rico to qualify for IS-BAH Stage I
registration, has now achieved IS-BAH Stage
II registration, demonstrating the company’s
commitment to the highest safety standards.
The FBO facility features a pilot suite with
Image courtesy Jet Aviation

a shower and snooze room, flight-planning

workstations, an executive passenger lounge,
and corporate meeting facilities. Convenient-
ly, Jet Aviation SJU is the only FBO in the is-
land with an onsite US Customs and Border
Protection terminal.

22 22
PROFESSIONAL PILOT
PROFESSIONAL / February
PILOT 2021 2019
/ September

Pireps 2-21 lyt.indd 22 2/3/21 4:40 PM

 Duncan Aviation’s Gogo Avance L5 STCs, amended
Gulfstream IV
Challenger 350
D uncan Aviation, in partnership with Gogo Business
Aviation, now provides new installation options
for Gogo‘s Avance L3 and Avance Smart Cabin System
(SCS). The engineering and certification services teams
at Duncan updated 3 existing supplemental type certifi-
cates (STCs) for the Gogo Avance L5 WiFi system. Now
customers will be able to use those STCs to install the
Avance L3 WiFi system or a standalone SCS on Gulfst-
ream IV and IV-X, and Bombardier Challenger 300, 350,
650, 605, 604, 601-3A, and CL-601-3R aircraft. Duncan
FreeFlight Systems introduces new radar altimeters to
mitigate 5G interference
F reeFlight Systems released a new series of radar altime-
ters designed to mitigate 5G interference for heavy rotor-
craft, turboprops, business aviation, and military segments.
The new set of radar altimeters, dubbed the Terrain Se-
Pireps 2-21 lyt.indd 23
has received validation for these STCs from Transport
Canada Civil Aviation, and has applied for validation
with the European Union Aviation Safety Agency.
The amended STCs for the Gogo Avance L3 WiFi sys-
tem will include the installation of the single air card line
replacement unit (LRU) and mounting tray, and will cov-
er all other existing architecture for the Avance L3, in-
cluding the WiFi and terrestrial modem (cellular) anten-
nas. These amended STCs will also cover design changes
for the installation of Gogo’s Avance SCS.
Image courtesy FreeFlight Systems
ries, includes the RA 5500, RA 6500, and RA 7500 ra-
dar altimeters for multiple aviation markets, beginning
with the RA 6500, which is focused on Part 29 heavy
rotorcraft and business jet markets.
PROFESSIONAL PILOT / February 2021 23
2/3/21 4:40 PM
 W e continue to receive excel-
lent service, even as some
FBOs have reduced workforce
during this pandemic. Some areas
still have high prices, and some
have even increased the handling
charges. However, line techs and
customer service reps are glad to
see us and appreciate that some
business aircraft are still flying.
Technical assistance has not de-
clined, but we’ve made good use
of the downtime to perform several
modifications to our aircraft.
Mark Jones cle Aviation MLE (Millard, Omaha
ATP/A&P. Falcon 2000EX EASy
Dir of Aviation
NEA
With 2020 behind us, how would Milwaukee WI
you describe your experience using
business aviation services last year,
such as FBOs, fuel, and MROs? D ealing with different business
aviation services, I noticed that
people were very helpful in all as-
Ithink that FBOs have gone the ex-
tra mile in this very difficult year
to help us keep flying in full health
and safety. Hats off to them!
Alain Gautron
Comm-Multi-Inst. Citation CJ1
First Officer
Stephenson Hardwood
Paris, France
M y experience using business
aviation services has been
very positive. Wilson Air Center
CLT (Charlotte Douglas NC), Ora-
NE), Contour Aviation JWN (John
C Tune, Nashville TN), and V1 Avi-
ation CKB (Clarksburg WV) have
provided great services at reason-
able prices. Wilson Air Center staff
are some of the best in the FBO
business. Thanks to Signature Flight
Support for backing Angel Flights

H aving flown throughout North

and South America, I must say
that services in the US have been
pects of service. They were always
ready to assist with any needs, de-
spite fearing the spread of the coro-
and AirCare networks operations.
They gladly waived handling and
parking fees, and offered fuel dis-
very good, given the circumstances. navirus. And they always made sure counts for humanitarian flying.
Also, aviation services experienced that customers didn’t have the virus. Gary Garavaglia
in Central America have been good, Alex Panchana ATP/CFII. Pilatus PC-12
while those provided in South ATP. Gulfstream V Captain
America have been average. CEO Pierson Wireless
Paulo Victor Da Silveira Alaxair Statesville NC
ATP. Hawker 800A & Citation I Wislikofen, Switzerland

G
Captain/TRE/TRI enerally, all services provided
Conserva de Estradas
Belo Horizonte MG, Brazil M ROs and FBOs with good rep-
utations, such as West Star and
Million Air, have continued to be
for business aviation opera-
tors during 2020 were satisfactory.
However, some FBOs just excel at
In my opinion, 2020 was a slow
year. I wasn’t able to fly much.
Needless to say, the level of quality
more responsive to the needs of our
flight department. Our experience
with OEMs has been mixed.
what they do, and their services go
beyond expectations.
Chandra Sheker
of services received was the usual. Greg West ATP. Gulfstream G650ER
Nate Mortensen ATP/CFII. Global Express XRS & Chief Pilot
ATP. Falcon 2000 EASy Citation V Gold Star Aviation
Aviation Captain Chief Pilot Singapore
UHG Apogee Physicians/Cherokee Av
Apple Valley MN Scottsdale AZ
W e rarely use FBOs. Howev-
er, when I’ve used Signa-
ture SFO (Intl, San Francisco CA)
“Prosperity: and SJC (Intl, San Jose CA), they
have been outstanding. We use
What’s your vector?” JetWest as our bulk fuel supplier at
our home base, SNS (Salinas CA),
and I must say their services are
exceptional.
For a free consultation, Sara Stearns
please visit: www.xvector.ltd ATP/Helo. Airbus EC135P2+/
EC135P3
If you’ve recently been furloughed because of the Pilot
Financial Planning for Contract COVID-19 pandemic, we may be able to assist:
CALSTAR/REACH Air Medical
Pilots in Generation X https://xvector.ltd/furloughed-flight-bag
Svcs
X Vector, Ltd. is a Registered Investment Advisor doing business in the State of Nevada and other jurisdictions where exempt. Seaside CA

24  PROFESSIONAL PILOT  /  February 2021

Squawk ident-2-20 lyt.indd 24 2/2/21 4:33 PM

Squawk ident-2-20 lyt.indd 25 2/2/21 4:33 PM
 Squawk Ident
L ike most, our flying decreased
for a brief period of time, and we
are not doing business as usual yet.
FBO service, however, has been
exceptional so far and my guess
is that they’re hungry for business.
We used a local facility for main-
tenance services, and they’ve been
excellent also.
Jack Young Daniel Hook Greg Valdez
ATP. Learjet 60 & King Air B350
Assistant Mgr
Publix Super Markets
Lakeland FL
P ort City Air at PSM (Portsmouth
NH) is the FBO that I use. They
have been very responsive to all my
fuel and other operational needs.
We’ve received very good support
all year long.
Tom Haas other businesses.
Comm-Multi-Inst/CFII.
Pilatus PC-24
Owner & Pilot
Live Free and Fly
Durham NH
Squawk ident-2-20 lyt.indd 26
I think 2020 was a weird year, to
say the least. I found it interesting
that, when we went back to flying,
the FBOs seemed happier and try-
ing harder to get what little business
was out there. It was nice to be ap-
preciated and see FBOs competing
for my business. Customer service
is back, and hopefully here to stay!
ATP. Gulfstream G450
Dir of Aviation
Deeside Trading
Reno NV
F BOs seem to take the Covid-19
pandemic in stride, and, in fact,
they have been even more profes-
sional than usual. During 2020,
they seemed to adapt to required
procedures much faster than any
Gordon Williams ATP/Helo/CFII.
ATP. Falcon 2000EX
Dir of Flight Ops
Logistics Management
Evergreen CO
M ost FBOs we visited last year
were very diligent in ensuring
their facility maintained a high level
of sanitization. Line personnel and
CSRs wore masks and exercised so-
cial distancing. Both requirements
were also enforced by the FBO
staff. Otherwise, it’s been business
as usual.
ATP/CFII. Gulfstream IV/G550 &
Learjet 60
Dir of Ops & Chief Pilot
Weidner Property Management
Mukilteo WA
F lightLevel Aviation at OWD
(Norwood MA) is our preferred
FBO. I must say that the employees
are very professional and always go
out of their way to assist you.
Chuck Atchison
Airbus AS350B2
Line Pilot
Angel City Air
Mansfield MA
2/2/21 4:33 PM
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 Squawk Ident
M y experience with FBOs, fu-
elers, and MROs has been
very good. We keep our physical
distance when visiting these cen-
ters. Service quality has been good
at both FBOs and MROs. We were
able to fly more in 2020 than we
had during the previous 4 years.
Don Yager
Comm-Multi-Inst/CFI/A&P.
Pilatus PC-12/47E
Pilot
Pure Air Ventures
Greensburg IN
I ’m an air ambulance pilot, and
many FBOs have treated medevac
airplanes quite poorly this year.
We’ve been refused parking, fuel-
ing, and sometimes any services at
F BOs, MROs, and fuelers that I’ve
all. Some even refused to allow me
entry into the FBO. Don’t they real-
ize that we medevacs are the ones
who will save their lives?
Eric Allen
ATP/CFII/A&P. Pilatus PC-12
Pilot
Air Methods
Capitan NM
NBAA GO
FLIGHT OPERATIONS
February 23-25, 2021
CALLING ALL
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28 PROFESSIONAL PILOT / February 2021
Squawk ident-2-20 lyt.indd 28
W e spent the first half of the year
avoiding unnecessary land-
ings at a few locations, and tried to
carry enough fuel to return to our
base. Once we started landing at
refuel and overnight locations, we
found that FBOs instituted the usual
Covid-19 restrictions and cleaning
protocols. This pretty much resulted
in normal operations for the rest of
the year.
Glen Freeman
ATP/Helo. King Air 300
Airspace Systems Inspection Pilot
FAA
Battle Creek MI
dealt with have all done a spec-
tacular job under present circum-
stances. I let them know I noticed
and I appreciate the extra work that
has been put on them.
Daniel Funk
ATP/CFI/A&P. Bell TH-13T
Pilot
Pinellas Board of County
Commissioners
Kenneth City FL
nbaa.org/FLOC2021
W ith the pandemic raging on,
I’ve had fewer flying hours in
all the airplanes I operate. Other-
wise, I had no problems or disrup-
tions with any of my trips in 2020.
The only difference is FBO person-
nel wearing particle masks.
Kevin Weilein
ATP/CFII. Citation Encore+/CJ2,
Piper Cheyenne IIXL &
Cessna 310
Owner
Corporate Aviation Services
Angola IN
E verything has been good for
our operations. I think everyone
is looking forward to returning to
some semblance of normality and
prosperity this year. I’m very appre-
ciative of all the front-line health
professionals who have given their
all to keep us safe.
Dale Lallier
ATP. Falcon 2000
Pilot
Indium Corp
Sauquoit NY
A ll the services are functioning
and doing their best to comply
with all the new health recommen-
dations. Our flight schedule has
been reduced considerably, allow-
ing easier scheduling for mainte-
nance. The folks at the FBOs are
working hard to provide services
matching those of pre-Covid times,
but with proper distancing. These
folks are on the front line of nec-
essary workers, and are doing a
great job that allows me to finish
the flights that are scheduled. I ap-
preciate their hard work!
Allen Lambert
ATP/Helo. King Air &
Cessna 414A
Pilot
Allen Lambert Pilot Service
Roanoke VA
D uring 2020, I noticed that
FBOs often had limited staff-
ing. Otherwise, services have been
very good.
James Finley
ATP/CFII. Citation II, Piper
Cheyenne III & Cessna 310
Captain
Dialysis Clinic
Nolensville TN
2/2/21 4:33 PM
 +52 7222730981 U.S & CAN 1 87750 MANNY info@mannyaviation.com

Squawk ident-2-20 lyt.indd 29 2/2/21 4:33 PM


Paul Damian
(954) 748-6197
imcflying@bellsouth.net
Ret airline pilot seeks opportunity
to continue flying. Extremely
knowledgeable, adaptive,
and resourceful. Highly energetic,
positive, and motivated with
a wealth of experience in
FAR Part 91, 121, and 135.
Contact me for resume & additional info.
M y experience has been mostly
positive. At some locations in
certain states, there has been re-
luctance on the part of some FBO
members to wear masks. Of greater
impact, however, is that there is little
or no enforcement of mask policies
on non-complying FBO patrons at
these locations. Other than that, I’ve
encountered exceptional service
and friendliness at the vast majori-
ty of FBOs. This is notable because
much of the corporate and char-
ter business has actually increased
during this pandemic period.
Rick Tarrel arrival, and in some others, forms
ATP. King Air B350/
Beechcraft 1900
Captain
Wheels Up Partners
Taylorsville UT
I t’s been challenging for aviation
services, considering Covid-19
requirements that need to be fol-
lowed. However, most FBOs and
fuel suppliers are aware of these re-
quirements and they’ve been doing
a great job regardless.
Willy Carroll the FBOs overall.
ATP. Piper PA-18 Super Cub
Pilot
Arimak
Kerrville TX
W e used Modern Aviation at
BFI (Boeing Field, Seattle WA)
in 2020. The staff were very nice
and friendly, and the service was
excellent.
Tim Harold
ATP/A&P. Learjet 35
Captain
Aero Air
Anchorage AK
30  PROFESSIONAL PILOT  /  February 2021
Squawk ident-2-20 lyt.indd 30
Squawk Ident
C ompared to other years, there
wasn’t much difference in us-
ing airport services – other than
those services being more readily
available due to the huge reduc-
tion in flights around the world.
Services are always on hand on
arrival at most airports in the Asia
Pacific region, where I operate.
The only difference with the cur-
rent virus situation is that aviation
services have to pay more atten-
tion to hygiene, and there’s mini-
mal person-to-person contact. It’s
a bit awkward with people I used
to know. An ongoing issue is the
restriction of people transit within
airport premises. Most often, we
have to stay close to the aircraft,
and are not allowed into the ter-
minal area during turn-around
flights. And, if an overnight stay is
necessary, movement is restricted
to one’s own room. Travel is al-
ways escorted from point to point,
aircraft to hotel, and vice versa.
Also, I noticed more documenta-
tion being required in the event of
contact tracing. In some places,
that’s easily done online prior to
have to be filled on arrival.
Tong Bee Ngak
ATP. Learjet 60/XR &
Citation Sovereign
Captain
Seletar Jet Charter
Singapore
B usiness has been lighter at all
FBOs that I visited in 2020, ex-
cept for Jackson Hole Aviation at
JAC (Jackson WY). I did notice a
much friendlier environment at all
John Corbitt
ATP/Helo. Citation CJ4,
Falcon 2000, Learjet 60
& Bell 407
Pilot
V1 Aviation Services
Ocala FL
A steep decline in fuel prices
early this year, along with the
decrease in traffic on many FBO
ramps, have been a pandemic
bonus. Line folks and CSRs have
seemed especially welcoming
and appreciative in light of re-
duced traffic, although later in the
year traffic began to pick up again.
Our MRO experience at West Star
Aviation GJT (Grand Junction CO)
in late October revealed a very
busy operation. It looked as if a
lot of operators were having work
done, both for maintenance and for
upgrades. I’ve been very happy to
see that virtually all of the FBOs that
I’ve visited are taking Covid-19 very
seriously. Many of them require a
quick interview, temperature check,
social distancing, and masks before
entering the building.
John Hayes
ATP/CFII. Citation Mustang
Owner, Chief Pilot & DOM
Jet Air
Bend OR
W ithout exception, the FBOs,
fueling centers, and MROs
I used during 2020 provided the
same high-quality service that I’ve
always experienced, while main-
taining extra safety protocols during
the pandemic.
Dave Mitchell
ATP/CFII. Citation Excel/XLS &
King Air 200
Captain
Wheels Up Private Jets
Peachtree City GA
F
or the most part, FBOs and MROs
have been very accommodating
with visitors. They’ve gone out of
their way to work around very chal-
lenging schedule changes on short
notice, along with Covid-19-related
travel and work restrictions.
Andrew Cohen
ATP. Falcon 2000LX
President
Aviation Consultants of Aspen
Castle Rock CO
It was a challenging year, but ev-
eryone rose to the occasion. Af-
ter halting all flying on April 1,
I resumed my regular schedule,
and it worked out really well. It’s a
wonderful time to have a personal
aircraft.
Richard Lemon
ATP. Citation Mustang
Owner & Pilot
MedEx
Middleton WI
2/2/21 4:33 PM
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 OPERATOR PROFILE
MasterCorp
Cleaning company operates Embraer Legacy 500,
Pilatus PC-12, and Cessna 182 out of CSV
(Crossville TN) to visit customers across 23 states.
Photos by Brent Bundy
By Brent Bundy
Phoenix Police Officer-Pilot
AS350, AW119,
Cessna 210/182/172
A
s Covid-19 spread across the
globe in 2020, cleanliness
and sanitation were thrust
to the forefront of our daily rou-
tines. From personal habits of regu-
lar hand washing to environmental
concerns for our homes, businesses,
and modes of transportation, every
aspect of our lives became focused
on sterilization. However, for one
man and the company he founded,
cleaning has been a way of life – and
business – for nearly 40 years. For
Alan Grindstaff, cleaning is his life’s
work. And he knows that Master-
Corp would not be what it is today if
it were not for aviation.
32  PROFESSIONAL PILOT  /  February 2021
Mastercorp-2-21 lyt.indd 32
A clean start
Serendipitous is how Grindstaff,
MasterCorp Founder, Chairman, and
self-proclaimed Chief Housekeeper,
describes the company’s inception.
“I’m from Knoxville, but I met a
Crossville girl and I ended up here,”
he states. After graduating from the
University of Tennessee with a lib-
eral arts degree, he followed his
future wife to her hometown and
found work in janitorial services.
“My first job was with another per-
son in 1973,” he says. “We worked
all night, stripping and waxing the
floors and cleaning the carpets of
a building. We lost money on that
job!” While cleaning wasn’t some-
thing he envisioned himself doing, it
fulfilled 2 of his ambitions – working
and traveling.
MasterCorp Chief Pilot Jared Grindstaff (L)
and Founder Alan Grindstaff with the compa-
ny’s Pilatus PC-12 and Embraer Legacy 500.
Alan Grindstaff credits business aviation with
the success of his company.
He later went back to school for
his MBA, and soon had a family on
the way. When the 1981 financial
recession hit, he had a few employ-
ees working for his carpet clean-
ing business. As companies began
cutting back, he knew he needed
to do something else to keep his
small operation afloat. That’s when
he approached a timeshare and re-
tirement community about cleaning
its carpets. Looking to save money
and consolidate services, the com-
munity manager told Grindstaff that
he could have the contract to clean
the floors as long as he would also
handle the housekeeping. Grindstaff
agreed to the terms, and MasterCorp
officially opened its doors.
“It was a steep learning curve, but
we were fortunate that there were
very few people in the market of time-
2/2/21 4:38 PM

Aviation Manager Sean Smith has been with
the MasterCorp flight department since its in-
ception 18 years ago, and has helped guide
it to become the professional aviation unit it
is today.
share cleaning. Because of that, we
saw some rapid growth,” he explains.
To this day, MasterCorp’s core busi-
ness has not changed. The company
still tackles all facets of timeshare
cleaning, including carpets, laundry,
stocking, and most everything need-
ed for turnkey operations. “Some
80% of our revenue still comes from
timeshares, but we also have laundry
and office janitorial services, as well
as other related divisions.”
Aviation opportunity
Many of Grindstaff’s clients were
in difficult-to-reach locations, and,
even if he were to fly commercial-
ly, there was still a long drive to the
final destination. However, most of
the towns to which he was driving
had small airports, so he recognized
an opportunity, and private aviation
entered the picture.
As MasterCorp was growing, so
was Grindstaff’s family. “I was driving
over 100,000 miles a year, and that
was keeping me away from my wife
and children. When I first looked
into aviation, it wasn’t because I had
a desire to fly. It was simply a utili-
ty,” he recalls. His entrepreneurship
kicked in, and he bartered a deal
exchanging floor cleaning for flight
Mastercorp-2-21 lyt.indd 33
lessons in a Piper Warrior at CSV
(Crossville TN).
MasterCorp continued to expe-
rience rapid expansion far beyond
practical driving distances from east-
ern Tennessee. “It became clear that,
if the company was to grow and I
was to stay in Crossville, we would
be very dependent on aviation. I’m
one of those people who can honest-
ly say that, if it hadn’t been for avia-
tion, we would not have the compa-
ny we have today. It is that critical for
us,” Grindstaff declares.
Foray into flight
When Grindstaff purchased his first
aircraft in 1993 – a Piper Navajo – he
had taken lessons but had not com-
pleted his ratings. That first exposure
to corporate flying caused him to re-
address his flight lessons. A couple
of years later, he traded the Navajo
for a 1979 model Cessna 182, which
he still owns, and earned his wings.
By then, he had developed his own
little “milk route,” as he calls it, fly-
ing to locations in Georgia, Virginia,
the Carolinas, and Florida. “Then
we stretched ourselves and ventured
out west,” he says. He later added a
Piper Aztec twin and acquired his
multi-engine rating.
Grindstaff kept both aircraft for a
while, but the pace of MasterCorp’s
growth soon exceeded the capabili-
ties of the small planes, so the time
had come to take the next step into
professional aviation.
By 2002, MasterCorp was experi-
encing another period of prosperity,
which meant more and longer-dis-
tance flying. This brought about 2
changes. First was the replacement
of the Aztec with a more capable
twin – a Cessna 421. Second was the
foundation of the company’s flight
department with the addition of a
full-time aviation manager. A side ef-
fect of the growth was that Grindstaff
was pulled away from flying to con-
centrate on the business.
Additional expansion soon saw
the Cessna 421 swapped for a Pi-
latus PC-12 in 2005. “The Pilatus
really opened things up for us out
west. The added speed and passen-
ger capacity were a great help. It
was a godsend,” Grindstaff explains.
The appeal of such a capable aircraft
also drew him back to the pilot seat,
a role he still fills in both the PC-12
and Cessna 182.
Flight Attendant Faye Blose joined Master-
Corp 38 years ago and currently works in
learning and development. In 2018, she was
asked to provide inflight assistance, a role
she has come to love.
As MasterCorp’s territory contin-
ued to broaden, it was time for a jet.
2011 saw the addition of a Learjet
45 to the fleet. “It was a very good
aircraft for us, especially for our trips
out west, but it was lacking a bit in
range,” Grindstaff recalls. “Some of
our longer trips would require a fuel
stop.”
After 5 years of service, the Learjet
was sold to make room for Grind-
staff’s most recent acquisition. “There
are a lot of great aircraft out there,
but after evaluating all of them, we
decided on the Embraer Legacy 500,
and we couldn’t be happier,” he re-
marks. “The addition of the Legacy
was a perfect fit for us. The combina-
tion of airfield accessibility, passen-
ger capacity, and range is amazing.
It is a magnificent aircraft.”
Prior to the shutdowns forced by
the pandemic in 2020, MasterCorp
staffed 7000 employees across 23
states. Although the hospitality in-
dustry was severely affected, recov-
ery is slowly taking place, and the
MasterCorp aircraft continue to play
a part. With the current fleet, the 182
handles local flights, the PC-12 takes
care of east coast operations, and the
Legacy tackles the west coast, along
with any time there is a need for
more speed. “These are work planes
PROFESSIONAL PILOT  /  February 2021  33
2/2/21 4:38 PM
 With its combination of range, useful load, and safety features, the Embraer Legacy 500 has been a perfect fit for MasterCorp. The fly-by-wire air-
craft’s cockpit has sidestick controls and large 15-inch displays.
for us, and they all have their roles,”
Grindstaff explains. “As our compa-
ny footprint increased, our aircraft
capabilities increased, which is why
we now have the fleet that we do.”
Flight team formed
When Grindstaff stepped up his
aviation aspirations in 2002 with
new aircraft, he also brought in Avi-
ation Manager Sean Smith, a Liv-
ingston TN native who had always
loved aviation, although initially
he went down a very different ca-
reer path. “I had worked at a Dairy
Queen in high school, so when my
grandmother approached me about
opening one of our own when I was
20 years old, I knew I could do it,”
Sean says. “I was very fortunate be-
cause, as we know, aviation is not a
cheap industry to get into, and that
allowed me to be where I am today.”
Smith would soon act on his avia-
tion desires and earn his private pi-
lot’s license (PPL). He then complet-
ed his ratings at ATP Flight School
in Atlanta GA in mid-2002. More
serendipity came into play when his
flight instructor introduced him to
Alan Grindstaff. “At the time, I just
wanted to build flight hours to some-
day go to the airlines,” he recalls.
That was not to be, as he would find
himself flying for MasterCorp before
the end of 2002. When Smith signed
on, they were flying the 182 and
the Aztec. As if he weren’t fortunate
enough to have a corporate position
as his first piloting job, when the
Learjet 45 was purchased in 2011,
it was Sean Smith’s first time flying
a jet. He reflects, “Alan put a lot of
faith in me and my abilities by put-
34  PROFESSIONAL PILOT  /  February 2021
Mastercorp-2-21 lyt.indd 34
ting me in the left seat of that Lear.”
Grindstaff reiterated his faith in
Smith when the time came to up-
grade the fleet in 2016 by entrusting
him with the acquisition process.
Smith echoes his boss when asked
the reason for choosing the Legacy
500. “There were a lot of competitors
out there, but when we compared
the technology, safety features, and
performance, the Embraer Legacy
500 was the clear winner. It suited us
perfectly, especially with the 5400-ft
runway here in Crossville.”
After 5 years of flying the Legacy,
Smith and the team are as pleased as
they were on day one. “We’ve been
very happy with all aspects of this air-
craft,” he states. “From the initial sale
to any minor maintenance issues that
have arisen to the overall operation,
Embraer has been spectacular. Sales
Director Chad Williams and Support
Representative Tom Richardson have
been wonderful to work with.”
With MasterCorp spread across the
country and 95% of its flights strict-
ly for business, the fleet is kept quite
busy. “We do not use these planes
as an executive luxury,” notes Smith.
“They are for the advancement of
the company. If there’s an issue
that needs to be addressed quickly,
we’ll load up any of the aircraft with
people or equipment, and get them
where they need to be.”
Smith also sings the praises of
Alan Grindstaff and MasterCorp.
“This is a great company. Anything
I’ve ever wanted or needed, they’ve
taken care of me. Working here was
not my goal 18 years ago, but here
I am. I’m still here, very happy and
content. It’s been a blessing working
for Alan.”
Flying family
The third pilot on the MasterCorp
manifest has a familiar last name.
That’s because his father is the found-
er. Chief Pilot Jared Grindstaff may
have an “in,” but that did not guaran-
tee him a position. “Dad wanted the
family to understand the business,
so, before we could do anything else
in the company, we had to learn the
basics. Everyone had to be able to
clean 5 2-bedroom townhomes in 1
day. I’ve been cleaning since I was
15 years old,” Jared remembers. He
tells of his father buzzing over their
home in his Cessna 182.
When Jared was only 9 or 10 years
old, his father flew him to a meeting.
“That was when I knew I wanted to
fly,” he remembers. He began flight
lessons with one of the early com-
pany pilots, while en route to clean-
ing jobs. After earning his PPL at 18
years old, he left aviation for a few
years, doing construction work for
MasterCorp, but the flying bug never
left him, so he was off to ATP Flight
School in Lawrenceville GA in 2007.
Within 3 months, he had conquered
his ATP rating and was back at Mas-
terCorp, flying right seat with Smith
in the PC-12. In 2008, he attended
Pilatus training at Simcom in Scott-
sdale AZ to attain pilot-in-command
status. As aircraft came and went,
Jared became proficient in each of
them, which led to his chief pilot po-
sition in 2017.
Jared feels that the current fleet is
perfect for where the company is
right now. MasterCorp operates Part
91 but has entertained the idea of
obtaining a Part 135 charter certifi-
cate to expand its offerings. Jared’s
2/2/21 4:38 PM
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 The addition of the Pilatus PC-12 to the fleet in 2005 was a game-changer. It enabled
longer range, more passenger room, and shorter field capabilities, all while working
as the SUV of the aviation world.
admiration for the Legacy 500 is ev-
ident. Jared’s adoration for the Lega-
cy 500 is evident. “It is an incredible
aircraft, to fly and to be flown in,” he
says. “And, as a company, Embraer
has been amazing. We couldn’t ask
for any better treatment.”
Aircraft equipment
Purchased new in 2016, the Leg-
acy 500 is powered by 2 Honey-
well HTF7500E engines. Up front is
the Collins Aerospace Pro Line Fu-
sion flightdeck with 4 15-inch LCD
screens and sidestick controls. Mas-
terCorp also added the head-up guid-
ance system (HGS) and enhanced vi-
sion system (EVS). In the back, up to
9 pax have adequate room with the
6-ft-tall and nearly 7-ft-wide cabin.
The twin jet flies between 150 and
200 flight hours annually.
The Pilatus PC-12 is a 2005 model
that MasterCorp has upgraded. “We
added dual Garmin GTN 750s and
G600 TXi displays,” Jared explains.
It was a great improvement over the
stock setup.” The plane is configured
for 6 passengers, with the ability to
add 2 jump seats. And it is, of course,
powered by the venerable Pratt &
Whitney Canada PT6 turboprop. It
averages 200–250 hours per year.
The Cessna 182Q Skylane is a 1979
model equipped with a short takeoff
and landing (STOL) kit for added per-
formance. It has also been upgraded
with Garmin 750 avionics. While it
only handles local flights, it is still
well liked by the pilots and Master-
Corp passengers. “It doesn’t have the
capability of the others but it’s still
36  PROFESSIONAL PILOT  /  February 2021
Mastercorp-2-21 lyt.indd 36
The company’s 1979 Cessna Skylane was the first aircraft
that founder Alan Grindstaff flew for his corporate trips,
beginning in 1995. It is still used for short-haul flights.
better than driving!” Jared remarks.
The crew puts around 20–30 hours a
year on the 182’s Hobbs meter.
For maintenance, very little is
done at the 2 hangars that Master-
Corp owns at CSV. “The 182 will
have work done here locally, but
the Pilatus heads to Epps Aviation in
Atlanta, and the Embraer is sent to
either Duncan Aviation or West Star.
All of those service centers take great
care of us,” Jared adds.
When the aircraft aren’t flying cli-
ents or staff, they don’t sit idly by.
Over the past several years, Alan,
Jared, and Sean have made numer-
ous flights to Puerto Rico and oth-
er Caribbean locations to provide
supplies and assistance after devas-
tating hurricanes. “We were happy
to assist,” Jared reflects. “It’s a great
feeling knowing that we were able
to use our resources to help so many
people.”
No team would be complete with-
out support staff and for Master-
Corp, that falls to Flight Attendant
(FA) Faye Blose. While her official
title falls under learning and devel-
opment, the FA position is a role
she’s taken on in the past 2 years.
“It’s not something I was looking
for, but I know how to take care of
people, and the company asked me
to do it,” she says. What started as
a high school job has turned into a
38-year career with MasterCorp. Al-
though she has not been to formal
training, the FA work came naturally.
“I’ve been in the hospitality business
for most of my life, so this isn’t that
much different,” she adds. For now,
it is a part-time position with only a
couple of flights per month, but Faye
Blose can’t get enough of it. “I han-
dle the catering, concierge services,
whatever they need me to do, and I
absolutely love it,” she explains. “It
feels good to know that I’m provid-
ing an appreciated service for a great
company like MasterCorp.”
Conclusion
What began 40 years ago as a way
to make ends meet for a young man
seeking the joys of employment and
travel, has flourished into a nation-
wide company. During that first night
of cleaning, Alan Grindstaff never
dreamed of what lay ahead for him,
his family, and the thousands of lives
he would touch. He also never imag-
ined that his thirst for travel would
be quenched by the planes he would
own and fly. He recognized early
on the advantages that flying would
give him and his business. His fore-
sight and business acumen are what
turned MasterCorp into an embodi-
ment of corporate aviation.
Brent Bundy served
as a police officer
with the Phoenix
Police Dept for 29
years. He flew with
the PHX Air Support
Unit for 19 years,
and is a helicopter
pilot with nearly 4000 hrs of flight
time. He has flown Airbus AS350B3s
for the helicopter side of Phoenix PD’s
air unit, and Cessna 172, 182s and
210s for the fixed-wing side.
2/2/21 4:38 PM
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 AIRCRAFT LIFE CYCLE MANAGEMENT
Direct operating costs of bizjets and TPs
Business aircraft operated in an operationally and financially sound manner contribute signifi-
cantly to the continued fiscal health of any corporate aviation department. Clear understanding of
related costs and their treatment is essential to taking full benefit from these concepts.
By Don Van Dyke
ATP/Helo/CFII, F28, Bell 222.
Pro Pilot Canadian Technical Editor
B
usiness aviation is a critically
important part of our global
economy which provides re-
liable, flexible, and secure links to
connect destinations sharing multi-
ple commercial interests. It is used to
transport key employees, personnel,
customers, and goods to and from
areas not accessible by other means,
including airline service. And its his-
tory reflects a unique ability to serve
during particularly challenging times.
Business aviation often provides
services within a larger enterprise, or
to high-net-worth individual or owner
settings. In many situations, the avi-
ation organization is comparatively
small in terms of headcount, but its
financial impact is likely significant.
Ownership or use of business aircraft
entails costs that are frequently de-
scribed in complex terms, especial-
ly when involving different aircraft
types. Aircraft life cycle costing (LCC)
includes acquisition, operating costs,
depreciation, and the cost of capital.
Certain of these expenses are cash-
based (for consumables, for example),
while others are non-cash (such as de-
38  PROFESSIONAL PILOT  /  February 2021
DOCs 2-21 lyt.indd 38
preciation). This involves responsibili-
ty for overseeing related finances with
the same level of precision with which
the aircraft are flown and maintained.
Financial oversight
A central question is why pilots are
encouraged to become familiar with
concepts related to financial over-
sight of aircraft and related opera-
tional controls. If the fleet operated
comprises only 1 aircraft, treatment
of related costs is relatively simple.
However, operating multiple aircraft
in several locations complicates op-
erational, maintenance, and financial
data management.
In every sense, pilots are asset man-
agers who can apply these notions to
inform and influence related owner-
ship, management, and operating de-
cisions. Well-versed pilots can contrib-
ute their experience, perspectives, and
operating practices to identify opera-
tionally relevant expenses; prioritize
actionable items leading to identifi-
able improvements; improve financial
performance and return on investment
(ROI); establish aviation needs based
on agreed and quantifiable operat-
ing assumptions; suggest additional
reporting categories; budget for, pro-
Among strategies
to ensure aircraft
airworthiness,
minimize costs, and
preserve aircraft
value, it’s important
to understand,
monitor, and manage
DOCs.
cure, and schedule maintenance and
training downtime; ensure operations
remain within an acceptable variance
range to avoid unapproved opera-
tions and spending; understand how
maintenance costs may be affected by
punctuality and scheduling; and eval-
uate the financial impact of new regu-
latory mandates.
The Covid-19 pandemic is an ex-
ample event that affects aviation on
a global scale and underscores the
need for pilot assistance to agree ac-
ceptable use and expectations, avoid
unscheduled maintenance events,
benchmark (compare) operations,
validate financial decisions, and op-
timize operating costs.
Aircraft cost categories
Expenses related to business air-
craft are traditionally categorized as
non-operating, indirect, or direct costs
(NOCs, IOCs, and DOCs, respective-
ly). The following example costs are
each allocated to a distinguishing cat-
egory and may be reallocated as cir-
cumstances warrant or change.
NOCs are general and unrelated
to core business aviation activities.
These are the so-called administrative
overheads for services often provided
by the parent organization and which
cannot be attributed more specifi-
cally. Examples include accounting,
human resources management, legal
and litigation services, and restructur-
ing expenses.
IOCs are not directly, obviously, or
easily traceable (related) to a specific
aviation activity or aircraft type, and
are incurred for a period of time (or
an operating season). They include
office supplies, furniture, equipment
2/3/21 3:23 PM
 Variable costs
Trip support costs
10%
Fuel
Cabin services
29%
subscriptions
7%
Maintenance
reserves Maintenance
34% labor & parts
20%
Example variable DOCs
• Fuel (fuel, oil, hydraulic fluid, de-/anti-icing fluid)
• Maintenance labor and parts
• Maintenance reserves (airframe, APU, engine,
refurbishment, thrust reverser, update, avionics,
propellers if it’s a turboprop)
• Cabin services subscriptions (air/ground, cabin/
Iridium phone, Ka/Ku, SatTV, SwiftBroadband)
• Trip support costs (airport charges, concierge, crew
expenses, ground handling, supplies, catering)
rental, and office technology (desktop
computers, cellphones). IOCs tend to
be fixed (administrative services, rent,
and leases) provided by the parent
organization, while variable IOCs in-
clude office/hangar utilities, like elec-
tricity and gas.
DOCs. Of the 3 aircraft cost catego-
ries, DOCs comprise the largest and
most impactful share. By definition,
DOCs are traceable or relatable (at-
tributable) easily and accurately to an
individual aircraft, type, activity, or
product. At the operating level, DOCs
are either aircraft-related (insurance,
training, capacity, cabin subscrip-
tions) or traffic-related (personnel/
cargo transport, aerial observation,
humanitarian).
DOCs may be fixed for a term, or
variable, depending on application or
demand. Variable DOCs fluctuate in
proportion to levels of activity (flight
hours) but at a constant rate (per flight
hour), tending to dominate the total
cost structure – particularly in small
organizations. Contract flightcrew,
as opposed to salaried, would be
considered as a variable cost. Com-
monly, the 3 largest variable DOCs
are consumables (fuel, oil, fluids),
maintenance (labor, parts), and re-
serves (parts replacement, overhaul),
amounting together to 83%. To recov-
er a variable DOC, the organization
must charge a corresponding rate per
flight hour.
Fixed DOCs remain essentially
constant for a given period or level of
activity. In the illustration above, the
3 largest fixed DOCs are salaries and
benefits, recurrent training, and insur-
ance, which comprise roughly 94%
DOCs 2-21 lyt.indd 39
Direct operating costs
Fixed costs
35%
Variable costs
65%
Example direct operating costs
The illustrative DOC shares shown are derived from
a range of popular small, medium, and large jets to
model a generic business aircraft operation. Total
variable costs represent 400 hrs/year.
Depreciation is that portion of its current value
which an aircraft used for business purposes loses
over time to reflect wear-and-tear or obsolescence.
While significant, depreciation is a fixed cost that
does not require the outlay of capital and therefore
is not shown in these graphs.
of the total. The fixed DOC share typ-
ically increases with organizational
size due to greater infrastructure and
related support demands.
Total DOCs are aggregated variable
and fixed costs. For a single-aircraft
operation, this is straightforward. For
operations involving multiple air-
craft, traceability becomes critically
important to allocate costs properly
(hangarage, technical records mainte-
nance). In either case, allocations are
important for purposes of comparison
(benchmarking) or review. It’s import-
ant to note that, as operations grow,
mature, and evolve, allocations also
may change.
Managing DOCs
While innovations in many indus-
tries can produce significant savings,
this does not generally apply in avia-
tion, due to the prescriptive and pro-
cedural nature of operations. None-
theless, alternatives and opportunities
to reduce DOCs should periodically
be given multidisciplinary consider-
ation and trial. Importantly, underly-
ing assumptions should be open to
pilot validation or dispute.
Operational strategies. While ob-
serving regulatory constraints, the
ways in which an aviation depart-
ment operates and can be managed
to achieve DOC savings remain nu-
merous and varied. For instance, the
basis of recurrent training can change
from 6 to 9 months, the use of sup-
plemental lift can be modified or cur-
tailed, preferred fuel uplift points and
tankering strategies can be amended,
planning should carefully evaluate
Fixed costs
MRO software
1%
Salaries & benefits
Cockpit 72%
subscriptions
5%
Aircraft
insurance
11%
Training
11%
Example fixed DOCs
• Salaries & benefits (flight & cabin crew, MRO
management)
• Training (recurrent flight & cabin crew, MRO
management)
• Aircraft insurance (hull, combined single-limit
liability)
• Cockpit subscriptions (navigation charts/maps,
flight planning services, FMS, weather)
• MRO software (planning, tracking, inventory,
reporting)
flight levels versus expected traffic,
and flights at reduced Mach numbers
can also be considered.
Provisions and reserves. The value
of an airframe and its engines is de-
termined principally by component
age, life cycle positioning, and main-
tenance status. An important man-
agement goal is to balance safety and
profitability. Over time, maintenance
accounts for up to 35% of an aircraft’s
annual operating budget. When an
aircraft is taken out of service, funds
to cover related maintenance costs
should already be available.
Maintenance reserves are contin-
gency DOC funds collected to cover
the expected costs of base mainte-
nance (C-/D-checks, annual checks,
mid-life checks) of airframe, engine,
landing gear, APU, and, in the case
of turboprops, propeller overhaul.
Accruals are typically calculated on
flight hour, flight cycle, and/or calen-
dar basis, and comprise a major por-
tion of variable DOCs.
A turbine engine has 2 reserve
DOC funds essential to retain market
value. The first covers replacement
of life-limited parts (LLPs) such as
blades, compressor, seals, and disks.
The second covers performance res-
toration. APU power restoration is
typically based on flight hours.
Purchases and payment methods.
Major maintenance events should be
subject to competitive bidding, recog-
nizing that quality and timeliness may
be more important than related cost.
Fixed DOCs, like insurance, must be
reviewed and negotiated regularly.
Many aircraft insurance and work-
ers’ compensation policies provide a
PROFESSIONAL PILOT / February 2021 39
2/3/21 3:23 PM
 Variable direct
operating costs
Fuel & oil
Reserves
Maintenance, labor & parts
Airport charges
Subscriptions, cabin services
55% Salaries & benefits
Training
Insurance, aircraft
30% Subscriptions, cockpit services
Short-term Medium-term
DOCs are time-sensitive variable costs accruing in the short term, and fixed costs most often de-
clared on an annual basis. The percentages shown are approximate and are presented to indicate
the extent to which they may affect total operating costs.
IOCs, while broadly related to operations, are typically unable to be allocated more specifically
than either clearly fixed or variable DOCs. They are illustrated here to account for their presence
and their typically longer terms. However, there is no prohibition on submitting one or more IOCs
for allocation according to some scheme acceptable to authorities on reporting.
premium refund to reward favorable
loss experience. The policy terms
should indicate that refunds will be
credited annually.
The time-value of money is also an
important DOC consideration. And
purchases settled with cash, upfront
deposits, or credit cards can be ex-
pensive, so alternatives should be
weighed.
Structural adjustments. The per-
sonnel headcount and/or number of
aircraft owned or operated can be
altered to permanently slim the DOC
impact. However, these changes are
generally difficult to make, and usu-
ally incur other related costs (sever-
ance, lease termination fees, etc), so
a multidisciplinary, carefully-consid-
ered approach to such material re-
structuring is imperative.
Minimizing DOCs
Pilots are responsible for the safe
and efficient operation of the aircraft
under their command. Through what
they control, they affect a signifi-
cant portion of the aircraft operating
costs. In this, fuel consumption is an
important concern. Optimizing this
DOC involves applying a relation-
ship called the cost index (CI) – an
effective, flexible tool used by airline
flight management computers (FMCs)
to balance the time-related cost of an
airplane operation ($/hr) and the cost
40  PROFESSIONAL PILOT  /  February 2021
DOCs 2-21 lyt.indd 40
Fixed direct
operating costs
Indirect operating costs
Office
15% Stores
General & administrative
SMS & quality
Legal fees
Long-term
of fuel ($/lb) between the extremes of
minimum time and minimum cost.
Although airlines now use CI-based
tactical flight planning, business jet
operators are generally concerned
only with meeting landing slots and
tending toward fuel efficiency suf-
ficient as a driver to meet this goal.
While few business aircraft FMCs in-
corporate CI for performance calcu-
lations, it is possible to calculate this
independently, but description of an
effective method is beyond the scope
of this article. Variable fuel prices,
fuel tankering, and fuel hedging are
additional strategies that deserve
consideration.
DOC sharing principles
Sharing of DOCs depends on the
business model (full ownership, joint
ownership, fractional) within which
the aircraft operates. Fixed DOCs are
allocated according to ownership
percentage, while variable DOCs are
allocated to the operator of the sub-
ject flight. A maintenance event re-
quired by the OEM to be performed
is designed to protect both the aircraft
owner and operator.
Continuing airworthiness of an air-
craft or component is ensured through
associated maintenance, repair and
overhaul (MRO) activities broadly re-
lated to aircraft make, model and age,
and types of operation.
Over time, aircraft maintenance ac-
counts for as much as 35% of an air-
craft’s annual operating budget. How
this is allocated depends on whether
the expense covers wear-and-tear or
the extent to which the asset value of
the aircraft is restored.
Conclusions
Overseeing and managing the costs
of owning and operating business air-
craft requires care, diligence, and reg-
ular review. Effective business aviation
department planning and budgeting
regards airworthiness, operational
demands, and cabin/galley esthetics
while pursuing opportunities to im-
prove effectiveness and utility.
The potential benefits of evi-
dence-based decision-making are
greatest when considered collabora-
tively and appropriately with the oth-
er strategies. Tracking, reporting, and
understanding DOCs are critically
important to an aviation department’s
financial health, especially recog-
nizing that finite financial resources
must be allocated and employed as
efficiently as possible.
In cases of government grants or
other forms of external funding, iden-
tifying direct and indirect costs be-
comes doubly important. Grant rules
are often strict about what constitutes
a direct or an indirect cost and will al-
locate a specific amount of funding to
each classification.
A strong case can be made for a
pilot to oversee the DOCs of oper-
ating a business jet or turboprop.
With the requisite desire, analytical
experience, and financial skills (or
the ability to acquire them quickly),
DOC oversight in the hands of a pi-
lot can lead to just the efficiencies
so needed for the foreseeable eco-
nomic climate.
Don Van Dyke is
professor of advanced
aerospace topics at
Chicoutimi College
of Aviation – CQFA
Montréal. He is an
18,000-hour TT pilot
and instructor with
extensive airline, business and charter
experience on both airplanes and heli-
copters. A former IATA ops director, he
has served on several ICAO panels. He
is a Fellow of the Royal Aeronautical
Society and is a flight operations
expert on technical projects under
UN administration.
2/3/21 3:23 PM
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