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SPECIAL REPORT
2016 IFEC
The Internet of
Airborne Things
Now IFECand the rest
of the aircraftare
becoming part of the
Internet of Things
ALSO IN THIS ISSUE
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Maintaining the Big Iron
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Safety, Comfort, Reliability
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For more information, contact Dave Brown, Integrated Flight Deck Retroft Programs Sales Manager at
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2016 Garmin Ltd. or its subsidiaries
CONTENTS DECEMBER 2016
11 Intelligence
26
Edited by William Garvey,

Jessica A. Salerno, Molly McMillin
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Bombardiers Global 7000

Makes First Flight
Cirrus VisionJet Certified
Textron Says Stubbornly Slow
Market, But Optimistic
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Aviation Partners and FlexSys

Unveil Morphing Wing
Citation Longitude Gets
Performance Targets Increase
Report in on Falcon 50EX
Accident at Moscow Airport
Pilatus PC-24 Debuts at NBAA
in Orlando
Features
26
DIGITAL EXTRAS
2016 IFEC: Internet

of Aviation Things
Fast Five with Charles E.

Priester, chairman, Priester
Aviation
Notebook:
40 DOM
Really Big Iron
Mal Gormley
Mike Gamauf
The latest electronics

communications trend that
will benefit aviation may
remain largely unseen by
passengers
Dont be afraid;
be prepared
51
WP1
Reliability,
42 Safety,
Comfort
James Albright
40
Keep them in that order
WP2
WP3
Stall in
46 Approach
Akron
Richard N. Aarons
Poor piloting, training, hiring
oversight, SOP compliance
and FAA monitoring
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Selected articles from
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34
and Business
51 PBN
Aviation
David Esler
Performance-based
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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
BCA 50 Years Ago
COVER
BCAs cover this month
illustrates our special report
on Business Aviations
Internet of Things by
Contributor Mal Gormley
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61 BCA Marketplace
Business & Commercial Aviation | December 2016 1
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MAX SPEED: MACH 0.925 MAX RANGE: 5,000 NM MAX ALTITUDE: 51,000 FT
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All performance is based on preliminary data and subject to change.
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
The proof of the continuing freeze,

unfortunately, is readily apparent
layoffs at Bombardier, Textron, Gulfstream and Embraer; stagnant ops
counts; a logjam of used aircraft with
depressed residual values and further confirmed on convention eve
when Honeywell forecast a decline in
business jet deliveries this year over
last and then again in 2017. Recovery
NBAA (2)
wont begin until 2018, it said. If correct, that would make it a decade-long winter.
However, there were also clear indicators aplenty that the
industry isnt paralyzed awaiting the thaw. First, I was among
27,000 people to register for the three-day event that crowded
the cavernous Orange County Convention Center with more
than 1,100 exhibits some of them enormous as well as an
expansive static display at Orlando Executive that accommodated 114 aircraft.
According to Trade Show Executive magazine, that makes the
aviation convention by square footage the sixth largest
trade show in the U.S., behind the National Association of Broadcasters gathering or the big healthcare packaging/Pharma expo
in Las Vegas. Further, Orange County estimates that the show
and attendees pump more than $50 million into the local economy. None of that suggests an industry on the wane.
In addition, the shows roll call of new
or emerging products and services for
the business aviation brotherhood was
long, varied and inventive. Virtually every airframer has one or more models
under development or being upgraded,
or both. Same with the engine manufacturers. And the electronics arrays for
the flight decks and passenger cabins
have provided the fleet with precision,
safety enhancements, reach and utility
unimaginable just a few years ago.
Meanwhile, the service sector including maintainers, FBOs,
insurers and financiers are expanding their offerings, buoyed
no doubt by the same signs Dave Labrozzi, the COO of Global
Jet Capital, noted when he said his companys research affirms
that industry professionals are optimistic about the future of the
U.S. business aviation market. And while the Honeywell forecast
already cited was a bit of a downer, it still holds that 8,600 business jets worth $255 billion will be delivered in the next 10 years.
And all of that is tied to business aviations fundamental
strength: providing travel flexibility and privacy. Now, to a degree, automobiles can serve as well, just not at rush hour or nearing the Magic Kingdom on I-4. BCA
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
FRom the WeB

What Ever Happened to the F109?
Sidebar to Honeywells Super-Midsize
HTF7000 Engine, November, BCA
There are two F109s at the USAF
Academy which the cadets use for a class
in gas turbine operation and theory. As
discussed in the article by David Esler,
the F109 was a point solution and not
viable for other applications. However, the
core of the F109 became the basis for the
core engine for the Honeywell T800 helo
engine, which has recently been ramping
up on Westland and other helos!
winstanley.david@gmail.com
Symmetry Flight Deck Powered by
Honeywell Sidebar G500 Pilot Report
November, BCA
Personally not a fan of touch screens,
but Ive been waiting for a long time
for someone to add a secondary artificial horizon on the glareshield panel,
makes a lot of sense from a usability
perspective when f ly ing w ith and
without a HUD.
GorbazTheDragon
I might add that I was awed at the difference.

I know we all deny these conditions, but it took
about 10 minutes to totally take me back 50 years!
It is real and easily corrected.
A.P. Richelleu, from the Web
[The] 650 has had for five years!
Nzav8tor
pilots will find me quicker.
Kind of a shame that the thing above

the pilots head doesnt follow the same
contour as the overhead panel
Safety1st
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
Wonder if the touch screen interface and

operation has been tested in moderate
to severe turbulence?
Frank Elias
Flying Into and Out of Small Airports,
BCA, October
Nice article Fred! I was flying out of
MLI (Quad Cities Airport) at the time
of the Quincy accident. A sobering
reminder of what can happen.
When flying a high-performance jet
into an uncontrolled field, I add a couple
lines to the standard calls, especially
with others in the pattern. Mid-field
downwind, I will add, planning a 3-mi.
left base to the report. I have had
several light aircraft turn in front of
me as I am about to turn a 2 1 to 3-mi.
final. This call doesnt eliminate the
problem entirely, but if they are paying
attention, they can better plan their
pattern and approach. I also usually
add a distance to the final I am turning,
again so other pattern-dwellers know
where to look for me.
Keep up the good work!
steve_thorpe@me
A practice I always do when f lying
IFR into an uncontrolled airfield is to
announce mileage in place of any IFR
position. Chances are the VFR pilots
dont know where the outer marker or
FAF is located. Additionally, the IFR
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 nontowered
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
These airports are not uncontrolled. FAA many years

ago changed the designation to the PC, non-towered,
for the benefit of the non-flying public.
BillW from the Web
Aero Commander would show up and
shoot long finals without entering the
pattern. Welcome to chaos.
Mark Lincoln
Cause & Circumstance, Cataracts and
Night Flying, October, BCA
Too bad most insurance plans make it
difficult to get cataract surgery unless
your meet some extreme levels of
impairment, and then only cover certain
procedures and lens types. They want
to delay until patients become Medicare
eligible, and Medicare has minimum
requirements. Perhaps the NTSB/FAA
should be pressuring for consideration/
concessions for pilots.
CharleyA
Trust me, I would concur that it sneaks

up with you, and it is bad. I hadnt flown
for awhile and went up with a friend
and literally panicked because I couldnt
recognize any of my normal landmarks.
not1star
I am retired, and when I had it done
I was awed at the difference. I know we all
deny these conditions, but it took about 10
minutes to totally take me back 50 years! It
is real and easily corrected.
A.P.Richelieu
Solo CRM, November, BCA
As a European pilot of 40 years
ex p er ience , I c a nt get my he ad
round the American dependence on a
despatcher. I always took full responsibility for everything to do with the

fight plan, other than actually filing
it. The idea of calling someone on the
ground to sort out the cock up after not
allowing for an alternate or checking the
runways/weather etc just doesnt make
any sense to me. The Captain runs the
show, he/she decides everything about
the f light, the route, fuel and f light
level. Use all the expertise available in
flight planning to achieve that but dont
end up on a final to a blocked runway
without thinking about the alternate
implications.
DB
If you would like to submit a comment on

an article in BCA, or voice your opinion on
an aviation related topic, send an email to
jessica.salerno@penton.com
or william.garvey@penton.com
Express your style.

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INTELLIGENCE
EDITED BY WILLIAM GARVEY,

JESSICA A. SALERNO AND
MOLLY MCMILLIN
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jessica.salerno@penton.com
molly.mcmillin@penton.com
NEWS / ANALYSIS / TRENDS / ISSUES
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
Jet-A and Avgas

Per Gallon Fuel Prices
November 2016
Jet-A
Region
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
The tables above show results of a fuel price survey

of U.S. fuel suppliers performed in November
2016. This survey was conducted by Aviation
Research Group/U.S. and reflects prices reported
from over 200 FBOs located within the 48
contiguous United States. Prices are full retail and
include all taxes and fees.
For additional information, contact Aviation
Research/U.S. Inc. at (513) 852-5110
or on the Internet at
www.aviationresearch.com
For the latest news

and information, go to
www.bcadigital.com
INTELLIGENCE
AviationManuals Celebrates
20th Anniversary
AviationManuals is celebrating its

20th anniversary. Since its founding
in 1996, it has produced more than
4,000 manuals. It recently expanded
its product line to include Minimum
Equipment Lists and Electronic Flight
Bag application packages. The company also is expanding its workforce
and seeks to employ an operations
manual specialist, aviation specialist, editor/document specialist and a
business development/sales
coordinator.
FlightSafety Academy Marks

50th Anniversary
FlightSafety Academy in Vero Beach,

Florida, celebrated its 50th anniversary in October. The Academy hailed
its 21,000 graduates fying for 62
airlines and more than 100 corporate
fight departments around the world.
It employs 160 people and owns
nearly 90 aircraft. Its campus also
includes classrooms, fight training
devices, an Air Traffc Control communications laboratory and on-site accommodations for 300 students.
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.
VISTAJET HAS TAKEN DELIVERY OF THREE NEW BOMBARDIER aircraft worth

$115 million, bringing its global fleet to 70 aircraft, the company said. The company has added
one new Bombardier Global 6000 and two new Challenger 350 business jets to its fleet. With
the additions, VistaJet has the largest owned, supermidsize to large-cabin business-jet fleet in the industry,
it said. In the past two years, the company has doubled
its fleet from 35 aircraft in 2014 to the current 70, with
an average age of less than two years. During the first
half of 2016, the companys global flight traffic rose
23% and passenger numbers increased 20%, it said. In early 2016, VistaJet moved its global
headquarters to Malta, where its operations are concentrated. Everything we do is focused on
delivering the industry leading service and best value for our customers that means being able
to fly our customers anywhere in the world, with as little as 24 hr. notice, and making sure they
have the very best experience every time, said Thomas Flohr, VistaJet chairman and founder.
www.bcadigital.com
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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.
Trusted to deliver excellence.
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.)
$450,000 Raised for CAN
The annual gala dinner, or soiree.

and auction sponsored by NBAA at
its convention to beneft the Corporate Angel Network (CAN) raised
$450,000 to help fund that organizations decades-long mission to transport cancer patients to treatment
centers, mainly aboard business jets,
free of charge. CAN Executive Director Gina Russo said, We very much
appreciate the industrys involvement
in CANs work, as illustrated by the
hundreds of companies fying CAN
missions for cancer patients yearround, as well as through participation in this event. The contributions
raised through the soiree will help
ensure CANs work can continue. In
April, CAN made its 50,000th fight
serving a cancer patient; in December, the organization celebrates its
35th year of operation.
RUSSIAN INVESTIGATORS CONCLUDED that alcohol use by a shift supervisor and

a snowplow driver at Moscows Vnukovo International Airport played role in the October 2014
nighttime collision that destroyed a departing Unijet Airlines Dassault Falcon 50EX and killed
all four on board. The snowplow driver was crossing Runway 6, but stopped as the jet began
its takeoff roll. The Falcon hit the plow with its right wing and right main gear at a speed of 133
kt., rolled inverted, crashed and burned. The finding of alcohol misuse, along with a wide
variety of lapses in training and procedures, led Russias Interstate Aviation Committee
(IAC), to issue 56 recommendations in a final report published in October. The Falcon 50 was
carrying Christophe de Margerie, oil company Total SAs chief executive, when it attempted to
depart for Paris around midnight in low-visibility conditions. Although the runway was largely clear of snow, the
plowing continued on taxiways and elsewhere. The shift
supervisor was managing three snowplows. According to
the IAC, the driver of the errant snowplow (who lost situational awareness before entering the active runway) and
the shift supervisor (who lost track of the snowplow and
RUSSIAN INVESTIGATIVE COMMITTEE did not inform controllers) made errors that could have
been caused by alcohol misuse. Accordingly, the IAC is recommending that Russian authorities
consider mandating testing to determine if drivers are under the influence of alcohol, both before
and after a shift. The report also noted the French pilots decision to continue the takeoff despite
the pilot-in-command noting a car crossing the road, 14 seconds after the takeoff roll had
started. Visibility at the time was approximately 4,500 ft. in light drizzle and fog. The snowplow
entered the intersection approximately 3,200 ft. from the takeoff point. Based on the results of
post-crash simulations, the IAC said the pilots could likely have prevented the fatal outcome
if they had aborted the takeoff when they were first aware of the snowplow on the runway. IAC
recommended that Unijet consider improving its safety management systems in terms of crew
actions when detecting an obstacle on the runway during takeoff and landing. There were also
a host of lessons learned and recommendations for air traffic control. The Vnukovo controllers
had access to a surface movement guidance and control system that showed the movements
of the errant snowplow, as well as a range of other runway-incursion alerts. However, they were
not trained to use the equipment.
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.
HELI-ONE WILL UPGRADE A FLEET OF SIKORSKY S-61A-4 Nuri helicopters for
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
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2016 CAE. All rights reserved.
INTELLIGENCE
Blackhawk Mod for
King Air 350
Blackhawk Modifcations has

launched another engine upgrade
program, this time targeting the King
Air 350. The switch involves replacing
that aircrafts 1,050 shp PT6A-60A
engines with a pair of -67As, each
rated at 1,200 shp. The Waco, Texas
company expects to receive approval
for the upgrade in the second quarter
of 2017. The change-out will beneft
those operators including military
units needing improved hot-andhigh performance.
Jepp Launches Operator
CHENGDU AIRCRAFT, THE FIGHTER DIVISION OF CHINAS AVIC Aviation, is

planning to develop a business jet. The new aircraft, which was detailed at Airshow China in
November, would have a range of 5,000 sm and a length and wingspan of 80 ft. The project
was set when Chengdu was formed in 2008, but little progress seems to have been made, especially since all Western makers of business aircraft declined Avics invitation for cooperation.
Obviously, none saw any reason to train a competitor. Chinese state companies often lure technology by promising access to their domestic market. But Avic is unlikely to be able to control
which business jets are bought by mainly private operators of such aircraft in the country. What
is called the Avic New Generation Business Jet would have a 4,900 lb payload and maximum
cruise speed of 0.85 Mach, Avic says. A model of the aircraft displayed at the airshow showed a
conventional configuration, with two engines on either side of the rear fuselage and a cruciform
the tailplane.
BOMBARDIERS THIRD-QUARTER FINANCIAL RESULTS show the Canadian

companys turnaround plan is gaining momentum. We are executing on our growth program with
certification of the CS300 and first flight of the Global 7000, CEO Alain Bellemare told analysts
on Nov. 10. And we are executing on our turnaround plan. The Montreal-based company said
it expected full-year earnings of US $350-400 million, and free cash flow to be $1.15-1.45 billion, an improvement from previous projections. We have good momentum and better margins
in all our business units, says Bellemare, adding that Bombardier is confident it will achieve the
targets set for 2018 and 2020 under its five-year plan. He went on to say that the 7,000 job cuts
announced in February 3,800 of them in the aerospace division were nearly completed
and that the company expects to exceed its 2016 cost saving target. Another 7,500 job cuts
over two years were announced in October, one-third of
them in aerospace. The company expected to beat its projection of 150 business-jet deliveries in 2016, after handing over
an industry-leading 36 aircraft 7 Learjets, 19 Challengers
and 10 Globals in the third quarter. The business-jet bookto-bill ratio orders taken versus aircraft delivered was
0.8 for the first ten months. Bombardier wanted to get close to 1.0 by year-end, but Bellemare
acknowledged that would be a challenge in the difficult market environment.
ROLLS-ROYCE REPORTS THAT IT NOW HAS SOME 2,000 BUSINESS JETS en-
Jeppesen has launched Operator, a

new cloud-based business aviation
platform that integrates fight planning, runway performance and weight
and balance calculations, crew
scheduling, accounting, pricing, regulatory compliance and trip checklists,
among other things. BoldIQ, the feet
optimization and management program evolved from the failed DayJet
operation is intrinsic to the new Jepp
service.
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
All of these names

have one name in common.
AgustaWestland Airbus Airbus Helicopters Bell Boeing Bombardier Cessna
Dassault Embraer GE Gulfstream Hawker Beechcraft Honeywell
MD Helicopters Pratt & Whitney Robinson
Rolls Royce Sikorsky Williams
Lower Maintenance Costs Higher Residual Value Global Support

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all makes and models of business aircraft, engines and APUs, including helicopters.
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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
nine months of 2016, compared to

5.5% a year ago. Used sales declined
for medium jets during the frst nine
months of 2016, with 7.1% of the feet
sold, compared to 8.2% for the same
period a year ago. Light jets have
been fat so far this year, with 7.8%
of the feet sold, compared to 7.9%
during the same time a year ago.
Business-aircraft inventory levels for
sale continued to rise, but with some
evidence of a recent plateauing in
certain market segments, the report
said. In the heavy-jet market, 10.8%
of the feet is up for sale, compared to
10.4% at the start of 2016. Over the
last 24 months, more of the inventory
has been from newer heavy jets, with
10% of that feet for sale, compared
to 8% in 2015. And in the light-jet
market, 11.8% of the active feet is for
sale, an increase since January but
fat compared to 2015.
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.
FLIGHTSAFETY INTERNATIONAL FILED A LAWSUIT OCT. 25 related to the

2014 crash of a King Air B200 into a FlightSafety training facility shortly after takeoff from
Wichita Dwight D. Eisenhower National Airport. The crash killed four, including the pilot, and
injured six others. The lawsuit, filed in Sedgwick County District Court in Wichita, names
more than a dozen defendants alleged to have contributed to the crash through negligence, breach of warranty or other factors. Among the defendants are Hawker Beechcraft;
Textron Aviation; Pratt & Whitney; Hamilton Sundstrand; United Technologies; StandardAero;
Yingling Aircraft; Hartzell Propeller; Sheetz Aviation, the previous owner of the 14-year-old
aircraft; and Clemens Aircraft, which hired the pilot, Mark Goldstein. FlightSafety declined to
comment on the filing. The suit seeks to recover damages caused by the crash, including the
loss of property, lost revenue and profit and other damages, but does not provide a dollar figure. Meanwhile, NTSB investigators have issued a probable cause of the accident, placing at
least part of the blame on the pilot. They noted that Goldstein failed to maintain lateral control of the airplane after a reduction in left engine power and his application of inappropriate
rudder input. Sharing the blame was a left-engine power reduction for reasons that could not
be determined because a post-accident examination did not reveal any anomalies that would
have precluded normal operation, and thermal damage precluded a complete examination,
the NTSB report said. The aircraft had undergone maintenance days before the accident.
www.bcadigital.com
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INTELLIGENCE
ExcelAire Earns Approval from
Cayman Islands
Hawthorne Global Aviation Services

ExcelAire facility in Long Island,
New York, has been approved by the
Cayman Islands as an authorized
maintenance provider for private jets
registered in the islands. ExcelAire
provides jet maintenance services
around the clock. The facility offers
jet charters, aircraft management,
maintenance and fxed base operator
services.
Honeywell STC For Gulfstream

PlaneDeck For GIV, V
Honeywell has received the FAAs STC
for enhanced features for the Gulfstream PlaneDeck cockpits on Gulfstream GIV and V aircraft. The latest
suite of upgrades will increase crew
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.
THE POTENTIAL FAILURE OF CRITICAL INFORMATION TECHNOLOGY systems

is the number one risk to the aviation industry, according to a new ranking by Willis Towers Watson. The next most pressing risks include competition law scrutiny associated with merger
and acquisition activity and dependence on third-party suppliers, followed by the inability to
keep up with the pace of change and technological advancement, over-dependence on national infrastructure and changes in seasonal demand. Cyber risk is one of the highest-profile threats that aviation businesses presently face, said John Rooley, head of Willis Towers
Watsons aviation practice. A company that has its cyber risks under control will have more
opportunities to help its bottom line, he said. Companies that quantify and demonstrate
their exposure to cyber risks will be first in line for the cheaper capital they need to fund
other growth opportunities, Rooley said. The rankings were based on interviews with 170
CEOs and senior executives across the aviation sector, including airlines, airports, aircraft
lessors, aerospace manufacturers, general aviation and space subsectors globally. Respondents were asked to rank 50 risks according to their potential impact and how difficult each
would be to manage. Global aviation companies clearly face a complex, interconnected
risk environment, one where there are very few global solutions and community responses
are required, Rooley said. Understanding risks and knowing how to respond provides a
competitive advantage, which is why we believe risk is a path to growth.
www.bcadigital.com
INTELLIGENCE
Tru Simulation + Training CJ4
Simulator Earns Approval
TRU Simulation + Trainings Cessna

Citation CJ4 full fight simulator has
earned Level D qualifcations from
the FAA. The simulator has been installed at its training center in Carlsbad, California. The company also
installed Citation M2, CJ3+ and Citation Latitude simulators at its center
in Tampa, Florida. The recurrent
courses for the CJ4 training program
have received FAA approval and the
Current 365 course and distance
learning option will be available in
the frst quarter of 2017.
Textron Aviation Certifies

ADS-B Out For Citation Mustang
Textron Aviation has completed certifcation of Automatic Dependent

Surveillance-Broadcast Out (ADS-B
Out) on the Citation Mustang, completing ADS-B certifcation efforts for
Citation, King Air and Hawker products. Retroft modifcations are now
available at company-owned service
centers.
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.
CESSNA AIRCRAFT AND PIAGGIO AMERICA, a subsidiary of Piaggio Aerospace,

announced aircraft orders at the recent NBAA Convention. Cessna took an order for three Citation X+ midsize business jets from Schweitzer Engineering
Laboratories. Piaggio signed a contract with West Coast
Aviation Services for five Avanti EVO aircraft. West Coast
Aviation will use them for charter and fractional ownership.
It is the first Avanti EVO sale in the U.S. market.
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
Jet Support Services has announced

its Tip-to-Tail Program is now available for the Dassault Falcon 8X, Embraer Lineage 1000 and the Airbus
family of ACJs, including the ACJ318,
ACJ319 and ACJ320. The program
includes coverage for the airframe,
engines and APU.
World Fuel Services Adds

FBOs to Network
World Fuel Services has added three

fxed base operators to its network of
FBOs. Flightways Columbus at the Columbus Airport (KCSG) in Columbus,
Georgia, Emery Air at the Chicago
Rockford International Airport (KRFD)
in Rockford, Illinois, and Guardian Air
Center at Ontario International Airport (KONT) in Ontario, Canada, have
joined the network, it said. World Fuel
Services, based in Miami, provides
training, credit card processing, marketing support, global fuel logistics
and distributes fuel and related products and services.
FAST FIVE
INTERVIEW BY WILLIAM GARVEY
Questions for Charles E. Priester

1
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.
How goes the management business?

Priester: Very good, thank you. When we decided to concentrate on that aspect of
the business in 2001, we began with seven aircraft. Now, 15 years later, weve got
80-plus aircraft in our fleet, with more on the way. Among other things, we operate
five Challenger 350s for VistaJet. We have about 30 in the Chicago area 13 at PWK
and the rest, turbine only, are spread across the U.S. We did have a few aircraft
based in Hong Kong, and one operator spends half the year in Thailand. We expect
that our international customer base will grow. All told some 250 pilots and flight
attendants are involved, though only 90 of those are full-time Priester employees.
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.
Where to from here?

Priester: Were continuing to expand, both in Part 91 and 135 operations, and especially internationally, the fastest growing of our segments. Weve got the people,
know-how, systems and vision to keep increasing business and going 24/7/365.
Our service is extremely highly rated, in fact ARGUS just completed an evaluation
and found zero discrepancies. Zero. So, where to from here? Up! BCA
Charles E. Priester,
Chairman
Priester Aviation
Chicago Executive Airport
Wheeling, Illinois
An airplane addict pretty much

since birth, Priester is a lifelong
denizen of what is now Chicago
Executive Airport, but for most
of its existence was known
as Pal-Waukee, a suburban
field his father purchased in
1953. Over the years he has
served most roles in the family
business from line boy to
flight instructor, charter pilot
and CEO and in the doing
helped steer Priester Aviation
to prominence. A so-so student
at Notre Dame, hes displayed
A+ business savvy in building
his company and imbuing
Priesters 125 employees
with a sense of family and
shared purpose. Over the
decades he has earned 13
type ratings and accumulated
23,000 hr. of flight time. Now
focused entirely on aircraft
management and charter ops,
the company is led by son
Andy Priester, with grandson
James Schnell heading Client
Services, thereby helping
ensure continuity.
TAP HERE in the digital edition
of BCA to hear more from
this interview or go to
aviationweek.com/fastfive
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Special Report
Inflight entertainment and communications have always

been about connectivity. Now those features, along with the rest
of the aircraft, are becoming part of the internet of things.
BY MAL GORMLEY mgormley@gmail.com
oon, everything will be connected on the internet. BCAs
previous annual Cabin Electronics issues have focused
mainly on products and services available to those in the
business aircraft cabin. But it has become clear that business pilots, flight attendants, and maintenance and operations
personnel will increasingly rely on their aircrafts avionics and
communications capabilities usually via satcom for many
other applications.
The latest electronics communications trend that will benefit aviation may remain largely unseen by passengers of
business and air carrier aircraft. It is the internet of things
(IoT), the buzzword for the global internetworking of physical
devices. What kind of devices? Well, they range from home
thermostats, elevators, toys, power grids, RFID tags, printers
Pilots already are tapping into Wi-Fi cabin networks for

weather and other flight planning aids. EFBs are gaining access to key avionics data that can power new efficiency and
safety apps, even as the FAA and security mavens scramble
to keep up with the rapidly morphing technologies
that make it all possible. Diagnostic health usage monitoring systems (HUMS) capable
of downlinking data are already in use
aboard North Sea oil-rig helicopter fleets.
Some believe an aircraft ordering its own
replacement parts before a system fails based
on sophisticated failure anticipation logic may
become the norm. Others have proposed a largescale wireless mesh network consisting of commercial
2016 IFEC: The Interne

and security cameras to smartphones, buildings, self-driving
vehicles and a gazillion other things embedded with electronics, data links, software, sensors and actuators. The network
connectivity that enables these objects to collect and productively exchange data will make it all possible.
Google examples of complex things and youll get the Wikipedia.com entry for the internet of things.
The IoTs hyperbolic tsunami has abated in recent years.
The prediction that the world will have one trillion internetconnected devices by 2020 has been widely discounted. Estimates now are around a far more manageable 30 billion
connections. One estimate has single Boeing 787 generating
a half-terabyte of data per transatlantic flight. Which means
that airlines generate yottabytes (seriously Google it) in operational sensor, flight, environmental and maintenance big
data. Thats a lotta yottadata.
Overheated hoopla notwithstanding, many see real opportunity in the IoT. Developers and their financial backers have
been collaborating to bring IoT-based products and services to
the public. The aviation industry, which thrives on fast-moving
data, is particularly fertile ground for IoT-based opportunities.
Indeed, new applications and services that will benefit flight
department operational efficiency and safety are in development. Leading avionics makers such as Garmin, Honeywell,
Rockwell Collins, Thales, Universal and others are investing
heavily in the hardware and software components and data
pipes that deliver the information to and from the cockpit
as they compete to become end-to-end service providers
for data-hungry avionics and electronic flight bag (EFB)
applications.
passenger aircraft connected via long-range highly directional

air-to-air radio links.
An increasing number of connectivity subsystem providers
building aircraft interface devices are jockeying for potentially
lucrative contracts outfitting air carrier fleets. Key competitors include Astronautics Corp. of America, Astronics Corp.,
Avionica Inc., Esterline CMC Electronics, Teledyne Controls
and Thompson Aerospace.
Business aviation can only benefit from the technology
trickle-down this will generate.
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
net of Airborne Things

Atlantic Ocean off the coast of Brazil.
ICAO is expected to mandate that new aircraft entering
service after Jan. 1, 2021, must, if experiencing an as-yet clearly
defined distress-flight condition, be capable of automatically
broadcasting its position at intervals of 1 min. or less. Panasonic Avionics, for example, is already offering worldwide satellite tracking to all of its Global Communications Services and
FlightLink customers (see below).
Meanwhile, in a 2009 article for IEEE Spectrum, Krishma
Kavi, a professor of computer science and engineering at the
University of North Texas, observed that rather than use
and all too often lose onboard black box flight data recorders, he suggests aircraft transmit data continuously and
directly to the cloud through a network of land- and satellitebased relays. He dubbed this virtual recorder the glass box.
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
aircraft, persons unknown could track specific private aircraft

in real time. These Mode S license plates along with location
and other data are fed into the FAAs air traffic control system,
and also are sent to various commercial vendors through the
agencys ASDI system. Alarmed, the NBAA sought a means for
blocking such information to outsiders. The FAA agreed and
charged the association with collecting and forwarding to it
the identities of those operators wishing such anonymity. Thus
was born the Blocked Aircraft Registration Request (BARR)
program. When the FAA took full control of the program in
2013, there were some 6,000 aircraft participating.
However, for a variety of reasons detailed in Aircrafts Anonymous (Viewpoint, July 2016, page 7), the security issue hasnt
been resolved to the aviation communitys satisfaction. Equip
2020, a government-industry group addressing ADS-B matters,
is working on a fix. The most promising seems to be creating
temporary, anonymous Mode S codes that aircraft can adopt for
a flight, or series of flights, and then give back. The group submitted the concept to the FAA earlier this year for consideration.
Meanwhile, in the past two years a new subcategory of
ASDI-based flight tracking services has emerged. They aim
to satisfy a mandatory November 2018 requirement for every airline in the world to be able to know where every one
of its airborne aircraft is to within a 15-min. flying distance
while in normal flight. The requirement comes as a result
of the International Civil Aviation Organizations (ICAO)
impending Normal Aircraft Tracking Implementation Initiative (NATII) requirement, which arose following the
disappearance of Malaysia Airlines Flight MH370 in March
2014, and the June 2009 crash of Air France Flight 477 in the
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.
Faster and Faster

The cabin electronics capabilities on modern business aircraft continue to amaze. Yet theres still plenty of room for
improvement. Connectivity speed and reliability still dont
match the user experience available on terra firma. That may
soon change.
The providers of inflight entertainment and communications (IFEC) are well aware of the shortcomings, especially
with respect to the air carrier markets they serve. Airline
passengers, understandably, insist that their airborne connectivity experience match that available in their homes and
offices. But complaints about slow connections or none at all
are rife. The reason is because airborne connectivity hubs
found on most airliners simply cant handle the growing demand for throughput when aisles of passengers are trying to
watch movies, text, post, tweet or make new hotel reservations when their flights are diverted.
On business aircraft, fortunately, the situation is usually better simply because theres much less competition for bandwidth
from other passengers. But still it could be better.
To improve matters, IFEC industry heavyweights are investing in beefed-up connectivity infrastructures most of it
in the form of higher capacity Ku- and Ka-band broadband satcom networks. Even Gogo, which, in its earlier Aircell iteration
built a network of ground stations to support its North American customers, is forging ahead into an all-new satellite-based
network to expand its service globally. Upstart SmartSky
Networks is offering yet another option. (See more on Gogo
and SmartSky below.)
Providing inflight streaming video remains difficult, both
because of the bandwidth required and different countries
Honeywells combined
Router-WAP for BendixKing
AeroWave 100 high-speed
internet system
HONEYWELL
HONEYWELL
regulations on streaming, which make the offering almost

impossible on international flights, at least for the time being.
The ability of high-throughput satellites (HTS) such as the
forthcoming ViaSat-2 and ViaSat-3 (a planned three-satellite
network) and OneWebs low-Earth-orbit (LEO) constellation
(which Gogo will use for its 2Ku service) to provide very high
bandwidth connectivity show promise.
Newer versions of IEEE 802.11 standards for airborne wireless access points (WAP) also are emerging specifically
802.11ac which can provide operators with significantly
faster throughput up to 6.77 Gbps, with theoretical data
rates exceeding 8 Gbps. One could watch Netflix with nary a
buffering pause at such speeds.
In Asia, APT Satellite of Hong Kong is partnering with the
Chinese government to develop a network of mobile broadband satellites serving aeronautical and maritime platforms.
The combination will launch Chinas first high-throughput
broadband satellite by the end of 2018. According to the
terms, APT Mobile Satcom Ltd. (Apstar) will manage construction of the new satellite system, which also will feature
two additional high-capacity satellites to round out the broadband network by 2020.
In the meantime, rival Panasonic Avionics, with its EXConnect service, has been using a global Ku-band satellite network
to deliver broadband connectivity to aircraft around the world.
Panasonic recently announced a memorandum of understanding with United Arab Emirates-based Yahsat to explore new
ways of offering broadband connectivity to mobile markets
in the Middle East over the next three to five years. Yahsat
currently has Ka-band satellite capacity over the Middle East.
Panasonic has been among the most aggressive inflightconnectivity providers in terms of buying and leasing Ku-band
satellite capacity to provide coverage over major airline routes.
Ultimately, increasingly high-bandwidth connectivity will be
the biggest revolution in IFEC, according to industry insiders.
Again, business aviators can only benefit from this.
IFEC experts, meanwhile, also believe other emerging
technologies will be important. Ultra-high-definition 4K IFEC
screens, for example, are on the horizons of most suppliers, as
is high-dynamic-range screen technology, which significantly
increases the color palette and the brightness of video images.
Of course, it can be argued that aviation was already way
ahead of the IoT curve. The engineers at ARINC introduced
ACARS (Aircraft Communications Addressing Reporting
System) in 1978 as an automated time clock system for aircraft movements that managed pilots pay for flight hours. A
www.bcadigital.com
network of ground stations was deployed to match the airline

network of destinations and routes in order to receive the original messages known as OOOIs (Out, Off, On, In). Plus a change,
plus cest la mme chose, non?
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.
Gogo Business Aviation

Chicago-based broadband connectivity provider Gogo is upgrading its North American ground-based and global satellite
networks to boost inflight connectivity speeds for commercial
and business aviation to over 100 Mbps by late 2017.
Leveraging the companys existing North American network
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.
hydraulic filters that otherwise would require a
bundle of wires running to the health-monitoring
system at the front of the aircraft. Three months
later, the beefed-up mini-QAR, with additional inputs, memory and capability, was officially named
the remote data concentrator and became a standard component on the G650.
The recorder and connectivity takes place in
Avionicas Onboard Network Server architecture
(AviONS). A remote data concentrator combined
with the Wi-Fi and 4G units and an Ethernet connects to a Satlink Max electronics box in the aircrafts L-band
satcom antennas.
However, Aviation Week & Space Technology, a sister publication, reports that the company is tangled in a lawsuit with
Teledyne Controls over Avionicas connectivity systems possibly infringing on a 2001 patent for Teledynes Ground Link, a
competing system. The two will face off in court in May 2017.
The companys latest product line features both gatelink
capabilities connecting the cockpit to the airline at the gate
to take advantage of low-cost broadband data transfer through
Wi-Fi and 4G and satellite connections, data and voice, over
the Iridium satellite constellation.
While the QAR was evolving, airlines in the mid-2000s were
also interested in increasing the usefulness of EFBs, which were
largely being used to hold electronic documents. Miami Air International, a charter operator based in Miami, called on Avionica to
connect its EFBs to the external world via satellite, in large part
to update charts from anywhere in the world. The resulting Satlink product connected aircraft via the Iridium network as well.
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.
a larger initiative to provide a more open ecosystem, enabling

a wider array of router options for customers to choose from.
Lincoln, Nebraska-based Duncan Aviation will be installing
Gogos new 4G system when its ready in the first half of 2017.
Duncan, a full-service maintenance, repair and overhaul Gogo
dealer, will develop 4G STCs for the Dassault Falcon 900 series,
Bombardier Global Express and Challenger 600 series, and
Gulfstream 200 aircraft.
As demand for cabin and cockpit Wi-Fi service continues to
grow, and in addition to the STCs in development for Gogo 4G,
Duncan holds STCs for inflight Wi-Fi for the following makes/
models:
Hawker 750, 800A, 800XP, 850XP and 900XP
Falcon 900EX, 2000 and 2000EX
Cessna 525A, 525B, 680, 750 and 560XL
Challenger 300, 601-3A/R, 604 and 605
Global Express
Global 5000, 6000, 7000 and 8000
Learjet 45
Embraer Phenom 300 and Legacy 600 and 650
Gulfstream GIV and GV
Gogos Inmarsat-based Jet ConneX global service starts at
$6,000/month for 25GB service on a promotional annual plan,
and uses Honeywell MCS 8000 or 8200 satcom terminals purchased separately.
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.
Examples of the companys aerospace

IoT-enhanced products and services
under development include providing
customers of the aforementioned RDR4000 with a software update that will
bring connectivity to their radar.
A connected auxiliary power unit
(APU) trial is underway with an unnamed Asian long-haul carrier, with
the APU self-reporting operational
hours for automatic billing purposes.
The company also plans to begin reporting APU health information,
including vibration levels, for prevenROCKWELL INMARSAT
tative maintenance. The goal is to give
customers and maintenance personnel a more streamlined
way to access critical APU data and usage cycles, and when
APU maintenance is required.
The companys GoDirect Cabin Connectivity program is
looking at how aerospace IoT will affect and improve passengers experience in the cabin. A series of applications that
passengers or pilots can use (GoDirect Routing Software, GoDirect Satcom Network, GoDirect Portal and GoDirect Filter)
can optimize a network, get predictive on the costs of data,
achieve visibility into all the cabin services at play, and ramp
up or down the level of access to data and connectivity speeds.
In addition, Honeywells Connected Flight Management System uses connectivity to create a cost index and a capability for
optimized profile descent (idling) as well as data link messages
that can be automatically entered into the FMS rather than
input by hand, including route changes.
And MyMaintainer is an application that uses the companys
Wireless Data Loader product to allow diagnostics and analysis remotely through an iPad app.
Meanwhile, Transport Canada has awarded an STC for
Bombardier Global 5000 and Global 6000 business jets
equipped with Bombardiers WAVE (Wireless Access Virtually Everywhere) ultra-high-speed inflight connectivity and
productivity systems. These are the first business aircraft to
incorporate fast onboard connectivity powered by Honeywell
Aerospace and Inmarsat technology. Passengers can now
browse the internet, stream online media and stage a videoconference as seamlessly as they would at home or in the office. The capability is now available as an option for new Global
5000 and Global 6000 aircraft and will also be offered as an
upgrade option on Global aircraft currently in service.
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.
have traditionally collected FOQA data by

physically retrieving the memory from the
cockpit at the gate and then processing the
information to assess how well pilots adhere
to standard operating practices.
Meanwhile, Collins Airshow now works
on web browsers. By utilizing the HTML5
platform, Airshow Mobile for browsers is not
tied to a specific operating system. Airshow
supports HTML5 browsers on smartphones,
tablets and laptop computers. All major operating systems with compliant HTML5
browsers will run the map. Since this mobile
solution runs in a browser, there is no app for
passengers to download prior to boarding a
flight. The browser interface will be available
first in Rockwell Collins Paves Wireless and
soon on other formats.
And Collins ARINCDirect services connectivity options
now include Inmarsats broadband-speed Jet ConneX. The
high-speed cabin connectivity has been installed aboard
Zetta Jets private airline with the delivery of the companys
first Bombardier Global 6000 aircraft equipped with Jet ConneX connectivity. Rockwell Collins is the service provider and
a value added reseller of Jet ConneX as part of its ARINCDirect offering.
In addition to the cabin connectivity, Zetta Jets Global 6000
is equipped with the Bombardier Vision flight deck, powered
by Collins Pro Line Fusion. The Global also features Bombardier Business Aircrafts latest cabin management system.
Bombardier customized the Rockwell Collins Venue system
with a unique interface for more flexibility. Beyond the cabin
connectivity services, Collins ARINCDirect also provides
flight planning and flight operations scheduling to Zetta Jets
business aircraft fleet.
Meanwhile, Rockwell Collins ARINCDirect now offers customers an advanced Airborne Data Router (ADR) for enhanced
connectivity through a partnership with TrueNorth Avionics.
The companys announcement in October that it plans to
acquire B/E Aerospace will combine its capabilities in flight
deck avionics, cabin electronics and information management
systems with B/E Aerospaces range of cabin interior products.
. . . 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
Satcom Directs AeroIT certification preparation course

occupants and others needing the information.
And in an expansion of their existing partnership, FlightSafety International now will offer Satcom Directs AeroIT
certification preparation course. AeroIT is the worlds first
information technology certification for aviation and equips
aircraft technicians, maintenance and IT personnel, and crew
with vital knowledge of todays sophisticated airborne communications systems.
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
Paris-based Thales and Luxembourg-based satellite operator

SES have signed two agreements to offer a new inflight connectivity service over the Americas, claiming optic fiber-like
speed. Thales will launch FlytLive in mid-2017 on two Kaband multi-beam satellites from SES (and another to launch
in 2020) that already are in orbit. The internet service will
include high-speed video streaming and managed services
for data customers.
The satellites will be equipped with close to 200 spot
beams of mixed size for more flexible allocation of capacity
over high-traffic routes. The service will cover the Americas, including the Caribbean, and the Atlantic Ocean. The
aeronautical payload will be fully dedicated to Thales, so no
other connectivity provider will be able to use it. The companies are focusing on the U.S. market, where competition
is already fierce, as its the market with the most immediate
potential in broadband-connectivity demand.
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
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Avionics Review
GARMIN
Garmin G5000
for Beechjet 400A/400XP
All-inclusive package
BY FRED GEORGE fred.george@penton.com
trap into the cockpit of an RK series Beechjet 400 upgraded with

the Garmin G5000, switch on the
avionics power and its immediately
apparent that this upgrade is no mere
glossy redux of the original avionics system. With the exceptions of the existing
TCAS II box, radio altimeter and DMEs,
virtually every original avionics component has been removed and replaced, including the autopilot and the full avionics
wiring harness. The full G5000 package
includes triple, large-format flat-panel
displays, twin touchscreen control units,
new comm/nav/Mode S transponder radios and SBAS GPS receivers, plus new
dual AHRS and DADCs, along with a
solid-state weather radar and Sirius/XM
weather data-link receiver.
The $425,000 G5000 package provides WAAS LPV approach capability,
Do-160B ADS-B Out, TAWS B and RNP
0.3 precision navigation. Options include
a $40,000 premium tech package with
synthetic vision, Doppler turbulence detection and coupled go-around; Garmins
$3,000 electronic chart software; TAWS
A for $18,000; and Garmin Surface
Watch for $5,000. An Iridium satcom

transceiver is a $12,400 option. With such
popular options, the G5000 kit tops out at
just over $500,000.
As an added bonus, the G5000 shaves
200 lb., or more, from aircraft empty
weight. This enables the Beechjet to
carry four passengers with full fuel.
Even with all its capabilities at that
price, its quite clear that the G5000 upgrade is a retrofit rather than a forwardfit package. It lacks typical OEM G5000
features such as full EICAS (engine instrument/crew alerting system), interactive systems synoptic graphics and
integrated airframe systems control. It
does have an electronic instrument display on the MFD. Most of the aircrafts
original caution and warning annunciator lights are relocated to a new twocolumn array between the left PFD and
MFD. The analog fuel quantity gauges
are retained, but theyre moved from the
copilots instrument panel to the top of
the center console.
But a host of new features is added, including automatic computation of N1 fan
speed targets for setting takeoff thrust;
integrating audio control panel, MCDU

and radio tuning unit functions into the
touchscreen controllers; and relocating
flight guidance system controls close to
the glareshield where theyre in plain
sight of both pilots.
As the three large-format displays occupy most of the instrument panel, they
crowd out the old trio of standby instruments above the MFD. A new Mid-Continent 2-in. standby instrument module is
installed in the forward part of the center
console. As any of the three large screens
can function as a PFD, its highly unlikely
that the standby instrument module
would be needed unless the aircraft suffers a total electrical failure.
With Scott Wheeler, senior flight test
pilot for Garmin, in the right seat, we
planned a short hop from Olathe, Kansas New Century AirCenter Airport to
Topekas Philip Billard Municipal Airport for the VOR Runway 22 approach to
explore the G5000s capabilities in Garmins Beechjet 400A flight test aircraft.
We chose that approach because it has
a 7 DME arc from the KUMGY IAF to
the final approach course inbound to the
www.bcadigital.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)
runway. For the en-route portion of the

mission, we also programmed in HOOZE
and ROVVO intersections in between the
two airports to sample the systems 3-D
vertical navigation capabilities.
Flight planning is easy using the touchscreen controllers. They replace the old
multifunction control/display units in the
center console, so theyre in plain sight
and easy to reach. Press the flight plan
icon on the screen and follow the prompts.
We especially appreciated the option of
programming in a standby flight plan that
enabled us to proceed easily to an alternative divert landing facility in the event
of a missed approach at the destination
airport. For our flight demonstration, the
standby flight plan guided us back to New
Century Airport from Topeka.
One minor nit to pick. Garmin, similar
to most other avionics manufacturers,
retains the old-style ABCDEF aviation
format for the touchscreens virtual keyboard rather than the QWERTY layout
used for consumer computers, including
Pro Line 21
tablet computers than run the Garmin

Pilot flight planning and flight log app.
After start, we pulled up the SafeTaxi airport diagram on the MFD. It
provides a birds-eye overhead view of
the airport, including taxiways, signs,
hot spots and hold short lines. Of key
importance, it outlined Runway 18, the
active runway we had programmed into
the flight plan, in cyan, thereby providing a positive indication that we were
using the correct runway for departure.
But the G5000s synthetic vision
PFD doesnt depict taxiways, ramps
or airport signs. Similar to most avionics manufacturers SVSes, the imagery
GARMIN FLIGHT STREAM 510

The fully paperless cockpit is becoming a reality with the advent of FAA-certifiable tablet computers that may be used as Class 1 electronic flight bags
in accordance with Advisory Circular 120-76C. Garmin, among other avionics
manufacturers, is developing wireless interfaces between tablet computers and
avionics systems. Garmins link between the G5000 and tablet computers running Garmin Pilot software is the $1,500 Flight Stream 510 SD card that has
both internal Bluetooth and Wi-Fi transceiver chips.
The Flight Stream 510 will enable flight crews to use Garmin Pilot to create
and file computerized flight plans and download G5000 navigation and chart
databases, among its other functions. With avionics power on in the cockpit,
the Wi-Fi link will enable the crew to upload quickly fresh navigation and chart
databases, plus flight plans, to the G5000.
After the large data transfers are complete, Flight Stream automatically
switches to the Bluetooth link to conserve Wi-Fi bandwidth. During the flight,
any changes the flight crew makes to the flight plan inside the G5000 automatically are linked back to Garmin Pilot on the tablet. The portable device also displays weather graphics if the aircraft has a GDL 69 Sirius XM weather receiver
or a GDL 88 ADS-B data link.
But perhaps the biggest payoff is during instrument approaches. Garmin
Pilot provides a redundant source of electronic charts that has the potential to
allow paperless approach operations. A word of caution: AC 120-76C requires
the own-ship position icon to be disabled during flight when using Class 1 or
Class 2 EFBs.
After the flight, the Garmin Pilot app automatically captures out/off/on/in times
for entry into its electronic logbook feature. Garmin Pilot may be downloaded for
free at Apples App Store or the Google Play store. A one-year subscription is
priced at $74.99. Jeppesen charts for Garmin Pilot are available for $199 per
year for the continental U.S. Separate subscriptions are available for Alaska and
Canada, Latin and South America, and other regions of the world. BCA
Avionics bay comparison Pro Line 21 and

the Garmin G5000 in the Beechjet 400A
and 400XP
makes it appear as though youre taxiing through grass until you roll onto a
runway. Garmin officials hint that improvements are in the works.
Once cleared for takeoff on Runway 18,
we advanced the power levers until the
N1 tach needles matched the target bugs,
and we were off for Topeka. Wheeler
demonstrated the G5000s multi-mode
vertical navigation functions, including
200 KIAS Class D airspace speed limiting,
climb schedule speed control and 10,000ft. altitude limiting descent speed control.
We coupled the autopilot for most of these
maneuvers so that we could closely monitor the performance of the system.
The weather was perfect for a demonstration of the G5000s full capabilities. We used the Sirius/XM satellite
weather data link to view the numerous
storms and rain showers in the vicinity
of Topeka. We also used the onboard 40watt solid-state GWX 70 weather radar
with optional Doppler turbulence detection to search for hazardous weather
in the vicinity. The ground clutter suppression feature assured that we were
detecting weather, not weeds, at our
comparatively low cruise altitude.
Passing HOOZE at 8,500 ft., we began
a VNAV descent to cross ROVVO at 5,000
ft. The G5000 also can provide vertical
guidance for published instrument procedure crossing altitudes, a feature that
we used while flying the VOR Runway 22
into Topeka. We also used 3-D VNAV to
descend to 3,000 ft. at KUMGY, the IAF
at the beginning of the 7 DME arc of the
approach procedure. Other than adjusting thrust, changing configuration and
setting the altitude preselect, the aircraft
flew the entire procedure automatically.
We chose the VOR Runway 22 procedure because theres only 3,001 ft. of
pavement, not enough for landing the
Beechjet with safe margins. This would
enable us to sample the G5000s SurfaceWatch function. As we approached
minimums at 1,320 ft., a RWY TOO
SHORT warning message appeared on
the PFD. This alerted us to the need to
break off the approach.
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www.bcadigital.com
features. The Iridium satcom transceiver

provides phone service virtually anywhere on the planet. And we especially
appreciate its local area communications
and navigation frequency database that
enables the crew to channelize the comm
and nav radios without having to search
for the appropriate frequencies on charts.
Even more power will be added to the
G5000 package in mid-2017 when Garmin will upgrade the system with its GTS
8000 hybrid ADS-B/TCAS II system,
GRA 5500 radar altimeter and GDL-88
data-link that will provide full ADS-B
In and Out functionality, including
flight ID, altitude, velocity and track for
proximate air traffic. The midyear update
also will include support for Textron Aviations 3,200-lb. thrust 400XPR Williams
International FJ44-4 engine upgrade and

Garmins Flight Stream 510 hybrid Bluetooth/Wi-Fi data-link system.
The G5000 upgrade kit for the Beechjet 400A and 400XP can be installed
either by Elliott Aviation or Textron Aviation service centers. There are more than
550 of these aircraft still in service, according to AMSTAT. Resale prices range
from under $1 million to just over $2 million. The average price is $1.5 million to
$1.65 million. But prices could go up as
the market awakens to the benefits of upgrading these versatile aircraft with new
avionics, engines, winglets and interiors.
The Beechjet 400A/Hawker 400XP has
the potential to be one of the most popular
business aircraft retrofit programs in the
past 30 years. BCA
TEXTRON AVIATION
Garmins Beechjet is equipped with

optional G5000 under-speed protection
software that makes possible autopilot
coupled go-arounds. So at that point,
we pressed the go-around button on the
power levers and the autopilot initiated
the missed approach by pitching up the
nose. Simultaneously, we added thrust,
reset flaps to the takeoff setting and
retracted the landing gear with a positive rate of climb. We then pushed the
navigation mode button on the flight
guidance panel. We also used flight level
change to climb to the 2,800-ft. missed
approach holding altitude.
The autopilot then flew us out to
the Topeka VOR, the missed approach
holding fix. The MFD depicted both the
holding pattern at TOP and the teardrop entry maneuver. We entered holding, made two turns in the pattern and
then activated the standby flight plan.
That guided us back toward New Century Airport.
We climbed to 7,500 ft. in VFR conditions and programmed in the RNAV
GPS Runway 18 approach. For the descent, we again used the 3-D VNAV feature to reach the 3,100-ft. procedure
entry altitude at the ZODPU IAF just
east of the lateral limits of Kansas Citys
4,000-ft. Class B airspace floor.
We let the autopilot fly most of the procedure, disconnecting at 1,000 ft. AGL to
hand-fly the last part of the approach. We
slowed to VREF, started the flare at 40 ft.
and pulled back the thrust levers to idle.
Kerplunk! Make a note. With only 241
sq. ft. of wing and short travel main gear
oleos, the Beechjet still arrives on the
pavement with a thud unless you keep in
the thrust until just prior to touchdown.
Taxiing back to Garmins hangar, we reflected on the capabilities of the $500,000
system. Its indeed impressive. The touchscreen controllers have a readily discoverable pilot interface and plenty of room for
functional growth with software updates.
The 3-D VNAV system works for climb,
cruise and descent, plus it has a baro
VNAV temperature correction feature
for extremely cold weather operations.
The aircraft has dual FMSes, plus a third
standby FMS embedded in the center
display unit. These are true multi-sensor
FMSes as they use both GPS and DME
inputs for guidance.
The G5000 aboard the Beechjet is approved for oceanic departure, en-route
and terminal operations; it supports both
WAAS and EGNOS satellite-based augmentation systems; it offers automatic
transition from FMS to ILS; and it will
accommodate user-defined waypoints
and holding patterns, among its many
Textron Aviations 400XPR

FJ44-4 upgrade
Rated at 3,230 lb. thrust for takeoff, the Williams International FJ44-4A-32 turbofans produce about 9% more thrust than the original Pratt & Whitney Canada
JT15D-5R engines fitted to the Beechjet 400A and Hawker 400XP. At first glance,
that seems like a nominal increase at best. But the FJ44-4 has a fat ISA+17C flat
rating that makes a considerable difference in hot-and-high airport, climb and
cruise performance.
Departing BCAs 5,000-ft., ISA+20C airport, the original aircraft need 6,009 ft. of
pavement. The 400XPR needs only 5,250 ft. As OAT climbs, the performance gap
widens. Leaving Mexico Citys 8,500-ft. elevation Toluca Airport, the original aircraft
could not depart at MTOW above 6C and it required 6,900 ft. of runway. With the new
engines, the aircraft can depart at 23.5C and it needs only 6,850 ft. of pavement.
The original aircraft could climb directly to FL 410 in 27 min. while burning 777
lb. of fuel. With the FJ44-4 engines, it zooms to FL 450 in 19 min. while burning
534 lb. Just as impressively, the new engines provide a 23% improvement in specific range performance at long-range cruise and 5% better efficiency at maximum
speed cruise. The re-engined aircraft will cruise at 450 KTAS at FL 450, nudging
its 0.78 Mmo redline at weights up to 15,000 lb. At long-range cruise, the original
aircraft could fly 1,460 nm at an average speed of 395 kt. The re-engined aircraft
can fly 1,950 nm at a 20-kt. higher average speed.
Need even more performance improvement? Textron Aviations winglets can
boost range by 5-7%, transforming the aircraft into a 2,050-nm light jet thats tops
in this class. BCA
DOM Notebook
Really Getting a
Big
Iron
big jet?
Dont be afraid be prepared
BBJ and 737-700 with a -800 wing

and extra fuel tanks in the hold was the
result. First flown in 1998, the BBJ began to gain traction among wealthy individuals, governments, along with some
corporate and charter operators. The
original BBJ launched an industry-wide
trend in 2000 when it became the first
model to adopt the Aviation Partners
blended winglets.
Two additional models soon followed,
the BBJ2 and BBJ3, essentially VIP versions of the 737-800 and 737-900, respectively. So satisfied with the results
of its dedicated BBJ team, Boeing decided in 2006 to make its entire line of
jetliners available for purchase through
the BBJ office (and in the doing created
confusion, still on-going, as to what exactly is a BBJ).
That expanded lineup notwithstanding, the most common BBJ by far is a
member of the 737 series, of which Boeing has delivered 176 to date. And if one
of them, brand new or pre-owned, is
coming your way, there are some things
you need to know before it arrives.
Wide Shoulder Maintenance
BY MIKE GAMAUF mgamauf@yahoo.com

ince its introduction nearly a half
century ago, the Boeing 737 has
proven to be the most popular
civilian jet ever, with more than
9,000 delivered to date. And the manufacturer is moving to increase its production rate to more than 50 aircraft
per month, easily the highest in its history. New models and variants notably including the Boeing Business Jet
(BBJ) and P-8 Poseidon maritime reconnaissance aircraft are in production
and with thousands on back order, the
737 will be a significant presence for a
long time to come.
If the boss breaks the news that one
of them is in your future, dont let the
size of the machine worry you. its bigness does not necessarily mean bigger
problems, as long as you invest the time
to really learn about the aircraft and
prepare in advance.
The 737 family tree begins with the
-100 series runs through the -900s, the

latest of the series. The early models
were powered by the Pratt & Whitney
JT8Ds, which were supplanted the CFM
International a 50/50 partnership of
General Electric and Frances Safran
CFM56 at the -300 series. Models with
the CFM engines are easily identified by
the hamster pouch shape of the nacelle
that was created by repositioning the
engine accessories to maintain ground
clearance. The coming 737 Max will be
powered by the high-efficiency CFM
LEAP-1B engine.
Although Boeing marketed the 737
as a private aircraft back in the 1980s,
that effort was half hearted and met
with limited success. However, Phil Condit and Jack Welch, then chairmen and
CEOs of Boeing and GE, respectively,
agreed that getting the worlds movers and shakers to fly in VIP Boeings
would benefit both companies and the
The most obvious difference between the

737 and even the largest purpose-built
business jets is size. A Boeing demands
a lot of room on the apron and in the hangar. Max height at the tail is just over 41
feet. While it is possible to conduct some
work outside, rain, snow, heat and cold
can make doing so extremely unpleasant.
Its best to have shelter from the weather.
Next, you will need appropriate maintenance stands and work platforms. While
generic stands can be adapted for height,
fall protection is a must. A favorable
maintenance consideration in the 737s
design is the engine placement below the
wings, which makes them readily accessible from the ground.
Keeping a BBJ in good running order
requires some special tooling, including
jacks and tow bars, wheel and brake
dollies, rigging blocks and test gear. You
will definitely need to be fully integrated
into the Boeing system for support once
your aircraft is in service and on missions. Also, ramp service needs to be
considered as well.
Its not the type of aircraft where
you taxi up and park with the other
corporate aircraft, cautioned Armen
Aslanian, vice president Maintenance
Operations for Avjet, now a Jet Aviation subsidiary based in Burbank, California. Fortunately, the BBJ has an
integral airstair so you can open the
www.bcadigital.com
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
systems. And those attributes can be

troublesome for maintainers.
Not one BBJ is built with the same
cabin interior, Aslanian noted. The
cabin space allows for a fully customized, individual interior that is never the
same as anyone elses.
Thus its important in maintaining a
BBJ to develop a close working relationship with the completion house and the
cabin systems manufacturers early on.
Boeing has minimal involvement in what
happens in that space.
Going Big With Gusto

Rick Brainard, director of Maintenance
Marketing and Business Development
for KaiserAir, an Oakland, California
outfit that operates 737s and BBJs under FAR 91, 135 and 121 certificates, reiterates that there is no need to fear the
addition of the Boeing to your operation.
Boeings are big machines, he says.
The great news is theyre incredibly
reliable. Parts support is great. Technical support is great. Theyre not difficult
to maintain.
For a new BBJ operator, the welcoming fact is there are many talented and
experienced 737 technicians out there

to educate or enhance you operation.
Yes, a big airplane probably means more
maintenance, but not excessively so.
Notes Brainard, In the Gulfstream
world, theyre on MSG3 and if they dont
fly much, you dont do that much to
them. There are some calendar items,
but most of it is driven by hours. Its not
unreasonable, say, one or two people
for a Gulfstream is plenty for the whole
year. In a Boeing, its not that way. Thats
why we have a much larger maintenance
crew than most because the Boeings
take a lot of inspections.
Boeing has created both high- and lowutilization maintenance programs for its
aircraft and the choice of which to follow
falls to the operator. Ironically, KaiserAir
has determined that the former offers
more flexibility and thus has adopted it.
We typically put six to seven hundred hours a year on our Boeings, on
airplanes that are used to flying three
to four to five thousand hours per year.
Its certainly low utilization, said Brainard. Yet KaiserAir has chosen the highutilization model, even though it entails
more maintenance cycles.
One headache that comes with the
BBJ is the number of service bulletins
and airworthiness directives that are
generated by the airline folks. Their high
utilization of 737s often drives issues
that flow down to the low utilization operators. The airlines work directly with
the FAA and Boeing and therefore have
early visibility for whats coming and
react accordingly.
Say the airlines see an AD coming,
Brainard explained. They place their
orders for the materials for compliance
way ahead of everybody. When we find
out about it and we go to place the orders, we typically cant get the parts for
months. Its very challenging.
If a BBJ is in your future, call in some
expertise; theres lots available. Again,
the 737 is the most populous jetliner ever.
It is worth hiring somebody that
knows the airplane to get you through that
acquisition and getting it on line and operating it because its a different animal,
said Brainard. Its worth every penny to
have those people involved. BCA
To Infinity, and Beyond!

For those interested in latest news, sales/deliveries and performance details
regarding all the aircraft within the BBJ Offices purview and it counts 11 different models, from the original through the 747-8 go to:
http://www.boeing.com/commercial/bbj
Safety
Safety,
Comfort,
Reliability
Keep them in that order!
BY JAMES ALBRIGHT james@code77000.com

s pilots for the 89th Airlift Wing
at Andrews Air Force Base
(now Joint Base Andrews), we
had hammered into our heads
the credo: Safety, Comfort, Reliability. We were to do everything possible
to provide our passengers a reliable
trip, but we were not allowed to sacrifice their comfort to make that happen.
Similarly, we were told to ensure they
had a comfortable ride but were forbidden to sacrifice safety.
So, our unofficial motto became:

Safety, Comfort, Reliability in that
order! This code of conduct should
be familiar to most business and commercial aviation crews. But there is a
problem with it.
Grammatically, you can think of
those commas standing for a sequential order. Be safe, then provide a comfortable ride, and then look out for the
schedule. But each of these factors
tends to be interrelated and sometimes
we find ourselves thinking about all

three, but prioritizing the wrong element. As with many things in aviation,
a mathematical treatment can lend
some clarity. Our motto might be better expressed as: Safety > Comfort >
Reliability. The preceding elements
are greater than the subsequent. But
theory is often overwhelmed by reality.
When Reliability > Safety

Broken down to its simplest form, the
job of any pilot is to take off, land and
everything in between as safely as possible. We are often judged as aviation
professionals by our ability to leave here
and land there as scheduled; and therein
lies the temptation to invert the Safety >
Reliability relationship. This pressure
exists on airline pilots as well as business and corporate aviators; the NTSB
database is filled with countless examples. Examining a few can help illustrate
how even highly respected pilots can
place reliability over safety.
Some pilots have the ill-conceived
notion that faster means better in all
aspects of aviation, even if that involves skipping a long list of required
pre-takeoff checks. The 2014 crash of
a Gulfstream IV from Hanscom Field
in Bedford, Massachusetts, left the industry stunned. It was inconceivable
that two professional pilots would
Two VC-25A aircraft of the 89th Airlift Wing
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.
In 2001, the crew of a chartered

Gulfstream III (N303GA) made many
procedural errors that appear to defy
logic during their evening instrument
approach into Aspen Airport, Colorado
(ASE). For example, why would experienced professional pilots execute an
instrument approach into mountainous
terrain and then descend below the minimum descent altitude without visual
contact with the runway or its environment? There is no doubt the charter customer placed pressure on the captain
following their delayed departure; but
the captains ultimate responsibility is
to ensure safety concerns outweigh the
need to meet a schedule.
Safety > Reliability

(Always)
There is an old saying in business aviation: You pay me to say No. Anyone
can succumb to the pressures of having
to make a less than airworthy airplane
fly, to make a scheduled departure time
despite weather and other external factors, and to land at the requested destination despite fuel, weather and other
concerns. It takes a consummate professional to always keep in mind that Safety
> Reliability. But how does one beat back
the pressures sure to come when things
dont go strictly to plan?
The departure end of Runway 31,
La Guardia Airport
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?
When Comfort > Safety

We professional pilots fall into two categories when along for the ride in someone elses cabin: disinterested, too cool
to care aviators or armrest gripping
white knucklers. I was a passenger on
a commercial airline flight into New
I could feel the anti-skid system doing

its best to keep the tires from turning
into a pool of liquefied rubber. The airplane came to an unceremonious stop
and we made a 90-deg. turn to the left,
our wing tracing a line over the opposite runways edge and giving us on the
right side of the aircraft a close-up view
of Flushing Bay.
My thoughts ran back to three airliners that ended up in the water here, all
due to pilot error. An Eastern Air Lines
flight in 1945 failed to stop after an approach that was too high and too fast. A
USAir flight crashed after the pilot was
unable to keep the airplane on the runway during takeoff because his rudder
trim was misset. In 1992, another USAir
flight failed to take off because it was not
properly deiced. And now, in 2014, we
almost added another to the list.
As we passengers deplaned, the captain stood at the entry door, beaming a
major airline smile, ready to accept the
accolades for his grease job landing. I
Acceleration graphed
looked him in the eye and said, I know

where you touched down and I dont appreciate it. He diverted his eyes to his
shoes and said, I know, Im sorry.
Safety > Comfort (Always)

Some pilots pride themselves on making the smoothest possible touchdown
what other gauge does the passenger have to judge a pilots performance? while paying lip service for
the need to always fly a stabilized approach and to land in the touchdown
zone and on speed. But they often end
up much farther down the runway and
going much slower than a minimum
safe flying speed.
www.bcadigital.com
Boeing 777 lands in Washington Dulles International Airport (KIAD))

But this touchdown roulette isnt the
only gamble some pilots make in an effort to provide that extra level of comfort. An excessively slow rate of takeoff
rotation can completely negate obstacle
clearance planning. Routinely selecting
half-bank autopilot turns can place an
airplane outside of protected airspace.
Choosing a lower than optimal altitude
to improve cabin pressurization puts
an airplane in denser air traffic. Forgoing reverse thrust after touchdown to
keep noise levels down not only wears
brakes but also gives them more work to
do when they are needed the most.
Pilots who came of age fighting for
that smooth grease job landing will
argue that touching down at a slower
speed actually helps the brakes and reduces component wear from the jolt of a
firmer arrival. They neglect to consider
that an airplane is at its most vulnerable in the flare with the engines at idle
and the angle of attack high and getting higher. One gust of wind can drop a
wing in an instant and the engine spoolup time can make an escape questionable. But wont passengers object to the
rougher treatment?
Lets consider a more earthbound
example to fully understand what
smoothness really is. If a motorcyclist

is riding along a marked course and
passes the 336-ft. mark 2 sec. after the
168-ft. mark, his progress can be plotted
by subtracting distance markers and
dividing the result by the elapsed time.
In our example, the biker is doing (336
168) / 2 = 84 ft. per sec. On a graph this
is known as the slope of the plot. This
distance divided by time is the pure
definition of velocity.
Now if it took the biker 10 sec. to go
from a standing start to that velocity,
and if the biker went from a standing start to that velocity smoothly, his
increasing velocity can also be plotted graphically. If we were to take a
snapshot of the bikes speedometer at
two instances and divide that by the
elapsed time, we will have the acceleration. In this case, the bike is accelerating (34 17) / 2 = 8.5 ft. per sec. per sec.
(His velocity is increasing 8.5 ft. per
sec., every second.)
But our debate is over smoothness;
wouldnt it be nice to have a similar
mathematical description akin to velocity or acceleration? We have just such a
thing and it is called jerk. (Note: deceleration is negative acceleration, but it is
acceleration nonetheless.)
Jerk graphed
www.bcadigital.com
We can take snapshots of the bikes

acceleration and divide that by the
elapsed time yet again. Lets say our
biker spots an obstacle on the road and
decides to slow down a little at first, and
then a lot, and then rethinks it and eases
up on the brakes again. This on and off
braking will end up with a jerky deceleration that can even be seen in the motorcyclists heading bobbing fore and aft.
There is a direct correlation with our
motorcyclists braking and that of an
airplane. You can set the airplane down
and apply a constant brake pedal pressure to start the deceleration. As the
brakes heat up and become more effective they will increase the rate of deceleration. From the airplanes cabin there
will not be any jerk because the rate of
increase in the deceleration is constant.
The micro-lesson from this brief sojourn into physics is that you can have
a firm landing followed by a smooth deceleration and still have the passengers
think nothing of the experience. (In the
end, isnt that what we want?) Or you can
gamble on your touchdown point and risk
having a jerky braking effort to follow.
The macro-lesson applies to all facets
of aviation, not just the landing phase.
Your efforts to make the act of flying
seem smooth also risks making the act
of defying gravity more risky. A safer
approach is to learn to fly the aircraft as
safely as possible while understanding
where smooth works in your favor or
only to increase the risks.
While I was a pilot for the 89th Airlift
Wing we had a cynical motto for those
pilots who lost sight of Safety, Comfort, Reliability. These pilots, we said,
believed in Reliability, Reliability, Reliability. It is a mindset we are all susceptible to adopting. If in a long career
you have never canceled a flight due to
a mechanical issue or have never gone
missed approach in the weather, it could
be that you have been very lucky. Or it
could be that your math is wrong.
It is never too late for a refresher:
Safety > Comfort > Reliability. BCA
Cause & Circumstance
Richard N. Aarons
Safety Editor
bcasafety@gmail.com
Approach Stall in Akron

Poor piloting, training, hiring oversight, SOP
compliance and FAA monitoring
BY RICHARD N. AARONS bcasafety@gmail.com
he N TSB has recommended
that the FAA require all FAR
Part 135 operators install flight
data recorders (FDR) capable of
supporting flight data monitoring programs (FDMP) in their aircraft, and
that, once installed, the operators establish structured FDMPs that identify deviations from established norms
and procedures and other potential
safety issues. The Safety Board also
wants the FAA to require all Part 135
operators to establish safety management systems (SMS).
These recommendations arise from
the Boards investigation into the Nov.
10, 2015, charter flight in which a British Aerospace HS 125-700A crashed,
killing all nine people on board. The loss
of ExecuFlight Flight 1526 (EFT1526)
occurred during an approach to Akron (Ohio) Fulton International Airport (AKR) as it descended below MDA
while still in IMC, stalled and crashed
into a four-unit apartment complex. Remarkably, though no one on the ground
was harmed.
The Safety Board said the probable
cause of this accident was the flight
crews mismanagement of the approach
and multiple deviations from company
SOPs, [that] placed the airplane in an
unsafe situation and led to an unstabilized approach, a descent below MDA
without visual contact with the runway environment, and an aerodynamic
stall. Contributing to the accident were
ExecuFlights casual attitude toward
compliance with standards; its inadequate hiring, training and operational
oversight of the flight crew; the companys lack of a formal safety program;
and the FAAs insufficient oversight of
the companys training program and
flight operations.
The Accident
The crew was operating a two-day, Part
135, on-demand charter with seven
passengers onboard each leg. According to the investigations Operations

Group, the first day originated on Nov. 9
at 0630 from the companys base at Fort
Lauderdale (Florida) Executive Airport
(FXE), and consisted of flights from
FXE to St. Paul (Minnesota) Downtown
Holman Field (STP); Quad City International Airport (MLI) in Moline, Illinois; Spirit of St. Louis Airport (SUS)
in Missouri; and Cincinnati Municipal
Airport-Lunken Field (LUK). That days
total flight time was scheduled for 6 hr.,
11 min. with a total duty time of 12 hr.,
54 min., and the crew had a scheduled
overnight rest in LUK of 15 hr., 6 min.
. . . the probable cause of this

accident was the flight
crews mismanagement
of the approach and
multiple deviations from
company SOPs . . .
The second day of the trip was

planned for flights from LUK to nearby
Day ton-Wr ight Brothers A ir por t
(MGY), then to Akron Fulton International (AKR), and finally a return to
FXE. Total scheduled flight time for the
second day of the trip was 3 hr., 6 min.
with a total duty time of 12 hr., 30 min.
On the day of the accident, the first
flight departed LUK about 1103 and arrived at MGY at 1133. While at MGY,
the captain filed an IFR flight plan for
Zipline Flight 1526 (EFT1526) to AKR,
planning a 34-min. flight at 17,000 ft.,

with a cruise speed of 382 kt. and a departure time of 1330. While at MGY, the
airplane was topped off with 410 gal.
(2,788 lb.) of Jet-A.
The captain sent a doors closed text
message at MGY to company management from his cell phone at 1349. The
crew then contacted the local FSS to
obtain the IFR release to AKR at 1354.
ATC issued an IFR clearance to AKR
with a hold for release awaiting another inbound IFR aircraft into MGY.
At 1404, EFT1526 advised ATC it was
number one for departure, and at 1409,
the Hawker was given its release to depart with a climb to 3,000 ft. direct to
the Appleton VOR (APE). The flight departed Runway 20 at MGY at 1414 and
contacted ATC in its climb to 3,000 ft.
At 1416, ATC cleared the flight to
17,000 ft., and 2 min. later cleared it
to the Akron airport via direct to the
HUUVR intersection and then direct
to the airport. A review of the cockpit
voice recorder (CVR) audio content was
consistent with the first officer (FO)
acting as the pilot flying (PF) from the
right seat and the captain acting as
the pilot monitoring (PM) from the left
seat. About 1427, the FO first asked the
captain to brief the approach. The SOP
called for the PF to conduct the briefing.
At 1429, ATC cleared the flight to
cross the HUUVR intersection at 9,000
ft. The crew then contacted the Cleveland Center at 1432 while descending
through 14,000 ft. About 1433, the FO
discussed the localizer (LOC) approach
with the captain, followed by a discussion about the initial altitude and minimums, and missed approach. At 1436,
the FO discussed the overcast height
relative to the ground. According to radar data, at this moment EFT1526 was
flying at a calibrated airspeed of 298
kt. at 9,000 ft. (ATC speed limit below
10,000 ft. is 250 kt.)
At 1438, the flight contacted Akron
approach control and reported level at
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9,000 ft. over HUUVR. ATC issued a
heading of 065 deg. and told the crew
to expect the localizer 25 approach. The
controller also asked EFT1526 to advise when they had the weather at AKR.
About that time, the crew also had a
further discussion about the cloud base
and minimums. The cockpit audio indicated at this time that the crew received
the 1938Z weather at AKR from the airports automated weather station showing a ceiling of 600 ft. AGL broken and a
visibility of 1.5 mi. with mist, and a wind
of 240 deg. at 8 kt.
At about 1440, the captain mentioned
that they had the visibility. Four minutes
later, EFT1526 was issued a speed reduction of 200 kt. and a descent to 4,000
ft., followed by another speed reduction
to 170 kt. at 1446, with a heading of 360
deg. and a further descent to 3,000 ft.
At that same time, an instrument
student and instructor were flying a
training flight in a single-engine airplane on the localizer 25 approach ahead
of EFT1526, and at 1446, ATC advised
EFT1526 that there was another inbound aircraft to AKR that was slower
than they were flying. At 1447, ATC issued EFT1526 a 280-deg. heading and
instructed the flight to join the localizer
course for Runway 25.
At about 1448, the FO made a mention
about drag, and at 1449, when EFT1526
was about 4 mi. from the localizer FAF,
the controller advised the Hawker crew
that the previous inbound aircraft had
Accidents in Brief
Compiled by Jessica A. Salerno
Selected Accidents and incidents in October 2016.
The following is NTSB information.
October 30 A Robinson R44

(ZK-HTH) was destroyed by fire after it
crashed near Kamo, New Zealand. The
helicopter was operated by Helisika
Agricultural Ltd. under the pertinent
regulations of the government of New
Zealand. The pilot and passenger were
fatally injured.
October 29 About 1445 Alaska

daylight time, a Cessna 172 (N6353E)
was substantially damaged after crashing
canceled its IFR flight plan, and cleared

EFT1526 for the approach. EFT1526 acknowledged the clearance and advised
being established on the localizer. About
that time, cockpit audio also recorded
sounds similar to the landing gear being extended.
According to the preceding training
flight pilots, upon landing at AKR and
taxiing clear of the runway, they contacted EFT1526 on the local UNICOM
frequency and advised that they broke
out at minimums on the approach.
EFT1526 acknowledged receipt of the
report.
At 1449, the captain made mention
of a high pitch [attitude] and a concern
about a recurrence of decreasing speed,
and the FO mentioned the planned approach speed. At 1450, ATC advised
EFT1526 to change to the local airport
advisory frequency and to report canceling IFR either on the ground or in the
air. About the same time, the captain
had a discussion with the FO about the
airplanes speed excursions and about
not wanting to stall the airplane. The
last ATC transmission from EFT1526
occurred about 1450 when the crew advised ATC they were changing to the
advisory frequency.
The FO requested full flaps about
1451, and a minute later the FO called
out a descent to minimums. At 1452,
the captain warned the FO that he was
diving 2,000 fpm. The FDR recorded
cockpit sounds of the windshield wipers
and the captain said he saw the ground.

About 1452, the captain made a call out
to level off, followed by sounds similar
to a stick shaker and a ground proximity warning system (GPWS) aural alert.
Multiple witnesses observed the airplane descending in a left banked turn
as it struck an apartment building some
2 mi. from the AKR airport. The impact
forces of the accident were survivable
for some occupants, but the immediate
and rapidly spreading post-crash fire
likely precluded the possibility of escape
and all aboard perished.
following a loss of control after takeoff

from a remote, gravel-covered site
adjacent to the Knik River, about 12 mi.
southeast of Palmer, Alaska. The sole
occupant, the student pilot, was killed in
the accident. The Cessna was registered
to the student pilot, and was operated
VFR as a personal flight under FAR Part
91. No flight plan was filed. The flight
originated from the Wasilla Airport at
an unknown time. According to various
witnesses near the accident site, they
observed the accident airplane flying
in the Knik River valley. The witnesses
reported that the airplane did a touchand-go landing on the gravel bar, and
just after a southeasterly takeoff, as it
climbed to 100 ft. AGL, it turned to the
left. During the left turn, the wings of
the airplane rolled perpendicular to the
ground, and it descended nose low before
colliding with the gravel-covered site. The

airplanes wings and fuselage were heavily
damaged. Witnesses reported gusty
southeasterly wind conditions at the time
of the accident, estimated between 20
and 25 kt.
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
October 25 About 1230 PDT, a

Textron Aviation Beech A36 Bonanza
(N364RM) was destroyed when it
hit powerlines and terrain in a steep
descent shortly after departure from
Buchanan Field Airport (CCR), Concord,
California. The private pilot/owner and
the certificated flight instructor (CFI)
were killed in the accident. The personal
flight was conducted VFR. According to
persons familiar with the pilot, airplane,
and/or the CFI, the Bonanza had recently
undergone an installation of a new
avionics suite, and the purpose of this
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Rionegro, Colombia. He held an ATP certificate for multiengine land airplanes

with a type rating for the HS-125.
A review of FAA records found no
incidents or accidents, but the FAA
Program Tracking and Reporting
Subsystem (PTRS) and Enforcement
Information System (EIS) records included one letter of correction issued to
the captain with a recommendation for
remedial training for violation of Part
91.123(b) (failure to comply with an ATC
clearance). The captain had accumulated 6,170 hr. total time, of which 3,414
were as PIC. He had 1,020 hr. in the HS125, 670 of them as PIC.
The captains Pilot Records Improvement Act (PRIA) documentation provided to the NTSB by ExecuFlight did
not include detailed employment, training or flight time information from any
of his previous employers. However, a
review of documentation provided to the
NTSB by Heralpin showed that he was
terminated on April 30, 2015, when he
failed to show up for scheduled Hawker
800A recurrent training at CAE SimuFlite. The ExecuFlight president told the
NTSB that he was aware that the captain left his previous employer over an
administrative issue and the separation was voluntary. He further stated
that he relied on the PRIA background
check, the captains interview and recommendations from other pilots when
hiring him. ExecuFlight did not contact
Heralpin for additional background
information on the captain.

The 50-year-old FO joined ExecuFlight on June 1, 2015. Prior to that,
he had been unemployed since Feb.
27, 2015. He was previously employed
by Sky King as an FO on the B-737
from Sept. 16, 2014, to Feb. 27, 2015,
when his employment was terminated.
Earlier, he was an FO for Chauff Air
(Inversiones Polair) since 2012 flying
ferry and Part 91 flights, and was with
Personal Jet Inc. from Aug. 1, 2007,
until May 30, 2011, as a charter FO on
the Hawker and Learjet.
He held an ATP certificate for multiengine land airplane with type ratings for the HS-125, B-737 and Learjet.
A review of the FAA PTRS and EIS
records found no prior incidents, accidents or enforcement actions. He
had accumulated total pilot time of
4,382 hr., 3,200 of them as PIC. His
total Hawker time was 482 hr.
The ExecuFlight president stated
he hired the FO based on a recommendation and an opportunity to fly with
him. He further stated the following:
Im not too familiar because the PRIA
generally comes in and its given to, the
[chief] pilot. . . . Hes the one that requests it. He does all the due diligence
in that respect. And you know I am not,
I was not familiar with anything that,
there were like alarms that I needed
him to come and talk to me. But I didnt
again, really home in on him as I was
hiring him as a second-in-command.
And I didnt get in deep into his file.

ExecuFlight provided the NTSB with
the FOs PRIA package, but as it turns
out one item was missing a letter from
Sky Kings check airman citing the FOs
training problems that led to his termination there. The NTSB later obtained a
copy of that letter during a review of Sky
Kings records.
The Sky King B737 check airman detailed the FOs training difficulties experienced during B737 ground school and
simulator training for that company. In
short, these were the problems:
flight was for the CFI to assist the pilot in

becoming familiar with the new avionics.
The airplane was based at CCR, but the
avionics installation was accomplished
at Westover Field/Amador County Airport
(JAQ) Jackson, California, and the CFI
was reported to have flown the airplane
back from JAQ to CCR without the pilot.
That was reported to be the first flight of
the airplane since the maintenance, and
the accident flight was the second flight.
The new avionics suite was reported
to have consisted of Garmin 750 and
600 devices; they replaced a previous
Garmin suite of similar devices. ATC audio
communications and ground tracking
radar information indicate that the
airplane departed from CCR Runway 19,
and made a left turnout shortly thereafter.
The airplane continued to climb in a
relatively straight track to the east, with a
climb rate of about 800 fpm. About 3

min. after takeoff, the airplane reached
its maximum radar-indicated altitude of
about 3,600 ft., and then commenced
a left turn of about 20 deg. and a steep
descent. The radar data indicated that
the airplane descended at a rate of about
5,000 fpm. No communications from
the airplane after takeoff were captured.
The airplane struck two high-tension
powerlines and then the ground. Ground
impact site elevation was approximately
590 ft., and the struck powerlines were
situated about 200 ft. above the impact
site. The powerlines were oriented
approximately perpendicular to the
flight path, and consisted of six lines
total, with three lines on either side of
the tower. The pilot held a private pilot
certificate with airplane single-engine
land and instrument rating. The CFI
also held ground instructor and airline

transport certificates. Their experience
levels were not available at the time of
this report.
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
October 23 About 1030 CUT, a

Robinson R44, Russian registration
RA-04347, was destroyed when it
crashed in the Baleisky district, in eastern
Siberia, Russia, while en route from
Zolotorechensk Airport to Jalal-Kadai
Airport. The pilot and two passengers
were fatally injured.
October 23 At 1010 MDT, a

Cessna 182Q (N97878) crashed following a
loss of control during takeoff from a private
airstrip near Buffalo, Wyoming. The private
pilot, who was the sole occupant, sustained
serious injuries, and the airplane was
substantially damaged. BCA

aware that the FO was terminated involuntarily from Sky King; however,
the Sky King check airman who wrote
the letter detailing the FOs training difficulties was never contacted or called
by ExecuFlight to evaluate the FOs lack
of training progression at the airline, or
to discuss the training issues he identified to the Sky King management about
the FO. However, ExecuFlight was in
possession of the FOs Sky King employment records, including the Sky King
check airman letter detailing the FOs
lack of training progression.
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
control inputs to counter the increased

drag from the 45-deg. flap setting, which
resulted in an aerodynamic stall.
The captains failure to enforce adherence to standard operating procedures and his mismanagement of the
approach placed the airplane in an unsafe situation that ultimately resulted
in the loss of control, said the Safety
Board.
The airplane itself was in good shape
and investigators found no evidence of
any pre-impact structural, engine or
system failures. Nor was the air traffic controllers handling of the flight a
factor.
The FAA failed to

provide adequate
oversight of
ExecuFlights
pilot training,
maintenance and
operations.
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
formal system safety methods into their

internal oversight programs.
Interestingly, the Safety Board expressed concern over the training on
non-precision approach procedures
that many Hawker 700- and 800-series pilots receive, stating that it does
not meet the stabilized approach criteria published in Advisory Circular
120-71A. Also, many Hawker 700- and
800-series pilots are receiving inconsistent training regarding the meaning
of landing assured that may conflict
with the language of Part 91.175(c)(1).
Not a bad idea for Hawker pilots to
review those ACs and see if compliance would make sense relative to their
operations.
The NTSB also stated that, despite
the guidance in Advisory Circular 120108, many operators do not train their
flight crews on how to perform continuous descent final approach (CDFA) procedures and to use a CDFA whenever
possible. This procedure sets up a constant, stabilized descent on a non-precision, step-down approach that otherwise
requires a dive-and-drive technique.
The simulator training companies typically dont teach the CDFA technique
unless the customer requests it.
In another f inding, ExecuFlight
failed to ensure that correct weightand-balance information was on board
the airplane and entered into the companys weight-and-balance software,
said the Safety Board, which resulted
in the flight crew underestimating the
airplanes takeoff weight on each flight
of the two-day trip. The Board recommends that all operators make sure that
the weights in their flight planning software are up to date.
The NTSB did not spare the FAA in
the accident report.
The FAA failed to provide adequate
oversight of ExecuFlights pilot training,
maintenance and operations, it stated.
This accident again shows that FAA
guidance for principal operations inspectors regarding conducting Part 135
pilot-in-command line checks on flights
other than in regular revenue service is
not effective in identifying pilots who are
not complying with standard operating
procedures. . . . The FAAs Surveillance
Priority Index was ineffective in identifying 14 CFR Part 135 operators in need
of increased surveillance.
Bottom line theres a lot to think
about here. The full report can be found
at http://www.ntsb.gov. Be sure to check
out the investigations in-depth discussions in the case docket. BCA
www.bcadigital.com
Operations
Business Aviation and PBN

Performance-based navigation
promises to make air traffic management
more efficient than ever
BY DAVID ESLER david.esler@comcast.net
AA Administrator Michael Huerta

promises to make the National Airspace System PBM-centric.
What Huerta means, as he
states in the foreword to FAAs PBN
NAS Navigation Strategy document,
is that Performance Based Navigation
will be both the enabler and capacitygenerator of NextGen, his agencys modernized Air Traffic Management (ATM)
system. Noting that the multi-billiondollar effort has been in progress for a
decade, he points out that in that time
FAA has established and U.S. operators
have flown thousands of Area Navigation (RNAV) and Required Navigation
Performance (RNP) procedures resulting in safety, access, capacity, efficiency
and environmental benefits.
Radar plot showing comparison of
conventional and RPN Radius-to-Fix turns
from downwind to final approach for
Runways 34R and 35R at Denver. Note that
the latter allows turns for alignment to
final much closer in, reducing track miles,
fuel burn and noise.
Released in September, the strategy document builds on this progress
and most significantly to operators of
legacy aircraft fleets so far unequipped
to participate in this new level of precision refocuses FAAs priorities to a
transition from a ground-controlled
system to one where PBN is used as
the basis for daily operations. Affirming that the PBN initiative is a collaborative endeavor between the feds
and private sector that will benefit all
aviation stakeholders including aircraft operators, passengers, and even
unmanned aerial systems (UAS) and
commercial space vehicles, Huerta described PBN NAS Navigation Strategy as a living document that will be
www.bcadigital.com
revisited biennially to ensure FAAs

NextGen vision and priorities continue
to address the navigation needs of an
evolving world.Affirming that the PBN
initiative is a collaborative endeavor
between the feds and the private sector
that will benefit all aviation stakeholders including aircraft operators, passengers, unmanned aircraft systems
(UAS) and commercial space vehicles,
10 NM
34R
procedures and developing criteria for

more advanced applications. Note that
currently 95% of the 2,684 U.S. airports
with published instrument approach
procedures (IAPs) have at least one
PBN IAP.
Midterm (2021-2025). New PBN procedures will be introduced to increase
access, efficiency and resiliency across
the NAS. The objective of this phase,
35R
9 NM
Curved Path
RNP Approach to 35R
Curved Path
RNP Approach to 34R
16 NM
14.5 NM
Vectors to 35R ILS
Vectors to 34R ILS
Source: U.S. Department of Transportation
Huerta described the PBN NAS Navigation Strategy as a living document

that will be revisited biennially to
ensure the FAAs NextGen vision and
priorities continue to address the navigation needs of an evolving world.
The strategy document divides PBN
implementation objectives into three
phases:
Near term (2016 -2020). Increasing utilization of RNAV and RN P
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
been characterized as changing a tire

while driving. And while the FAA has
appropriately taken the long view out
to 2030 and even beyond, theorizing
free flight by aircraft that automatically communicate with each other and
thus maintain their own separation
with no adherence to published routes
or intervention from ATC, it is relevant
to remember that in the current phase
of the strategic plan, PBN already exists and operators have been utilizing
RNAV RNP procedures for some time.
The beauty of PBN is that we have the
procedures today, and we can put the
waypoints where we need them, observed John Hansman, Ph.D., director
of the Massachusetts Institute of Technologys (MIT) International Center
for Air Transportation. Of all the elements that make up NextGen, this is
the one that was the no-brainer.
Hansman, who is also a professor of
aeronautics and astronautics at MIT,
has been a member of the FAAs R&D
Advisory Committee and has worked on
RNP RNAV charting issues in the MIT
Aeronautical Lab focusing on reducing
community noise, another PBN/NextGen goal. Im also studying the ability
to do continuous descent approaches
and multi-segment vertical approaches,
reducing the need to have to go to maximum thrust close to the ground, he
said.
What the PBN strategy document
doesnt do is unveil any new ATM
scheme. Instead, its an update of the
plan already hashed out by the Performance Based Operations Aviation
Rulemaking Committee (PBO ARC).
Completed in December 2015, that plan
is significant for, among other things,
the announcement of navigation service groups (NSGs), a recognition of
different complexity levels in airspace

as a function of traffic levels. Thus, the
FAA has aligned the delivery of services
in accordance with the need, defining
six different service groups. Group 1 encompasses the 15 busiest hub airports;
Group 2 the remaining hubs; and Groups
3 through 6 the smaller airports.
Another feature not seen previously
in the PBN plan is a provision addressing system security what the FAA
refers to as resilience a recognition
of threats like cyber warfare and other
forms of disruption. Fulton provided
some background on that matter.
The famous Rand Report on GPS
security, which addressed the vulnerability of the GPS satellite system, a
much anticipated study, was released
on Sept. 11, 2001, and practically buried
in the aftermath of the terrorist attacks
in New York and Washington, he recalled. It confirmed the vulnerabilities, but its taken all this time for the
FAA to respond. In the PBN strategy
document, there is a recognition that
we have to have an NAS that is resilient. If we depend on a single navigation guidance source that goes away,
we have failed.
Obviously, a robust backup to the
PBN-centric system is a necessity in
this era of asymmetrical warfare, and
the FAA has chosen to bolster the DME
network as a reliable and proven solution in domestic airspace. The FAA
has committed to providing sufficient
DME infrastructure at the important
hub airports to support PBN ops, Fulton said. DME-DME updating performance will now be required to operate
the airspace as a cost-effective insurance policy.
Enhanced capacity in the NAS and
especially at major terminals is a stated
www.bcadigital.com
goal of NextGen and PBN-centricity.

However, Bob Lamond, director, ATC
services and infrastructure at the NBAA
and a retired ATC controller, maintains
the object of NextGen is to increase the
number of aircraft handled at major airports in IMC. The idea, he said, is to
bring the throughput level of an IFR day
up to that of a perfect VFR day.
For example, Lamond continued,
if the maximum number of operations
at a major airport on a perfect VFR day
is, say, 85 an hour and that goes down to
45 in bad weather, what you want to do
is increase the IFR throughput to match
that of the VFR day. Another way to
look at it is that on those IMC days when
you have to have additional separation, if
you can bring that up to what youd have
under VFR conditions, youve achieved
the object of maximum throughput.
Business Aviations Stake

Obviously, the PBN system is being designed to accommodate the airlines,
the largest group of operators in the
NAS, but whats its impact on business
aviation, especially access to airports?
According to MITs Hansman, PBN
should make airports with limited or
no instrument infrastructure more accessible to business aviation and other
users. Citing the Capstone Project in
Alaska, one of the first applications of
RNP standards that opened access to
fields previously limited by challenging terrain and weather conditions,
Hansman asserted that a principal
PBN advantage is that it allows lower
minimums in areas that are terrainlimited.
On the other hand, the initial focus in
surveying and certifying many of the
RNAV RNP approaches elsewhere in
the U.S. has been to overlay them on existing precision (ILS) approaches, which
is how most were established so quickly
at the approximately 2,550 airports that
now have them (see Phase One, above).
If precision is better than before,
Hansman said, you can take advantage of the procedure that has already
been surveyed. Even in those locations
there are some savings, for example
with RNAV RNP approaches, you get
rid of unnecessary procedure turns or
radar vectoring [and perhaps also have
lower minima].
And with PBN, you can survey and
establish an approach without having
to put in any ground infrastructure,
Hansman continued. NDB approaches
are going away and being replaced by
www.bcadigital.com
Time- and Speed-based ATM
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
to fly to places where you could not in

the past. We should make the system
more PBN-centric.
Legacy Fleet Lag

But not all is sunshine among wouldbe PBN stakeholders. Concerns exist
among legacy aircraft operators (and
at least one advocacy group) centered
primarily on avionics equipage necessary to achieve full acceptance in the
PBN environment.
Affecting FAR Part 121 operators
of out-of-production jetliners such as
the MD-88, and EMB-135/145 and Part
91 and Part 135 operators of popular
business aircraft types like the Gulfstream IV/IV-SP/V, Learjet 40/45,
Hawker 800, plus many others, the
predominant issue involves their systems inability to depict advanced RNP
procedures on map displays. This deficiency was described in a January 2016
letter from the NBAAs Lamond to the
Performance Based Operations ARC.
Noting that operators of these legacy
aircraft have already been saddled with
the financial burden of ADS-B installations required for operations in NextGen airspace, Lamond reminded the
ARC that upgrading display controllers
will involve additional expense to meet
certification requirements specific to
airframe types that could spawn a case
of diminishing returns in hull values.
Specifically, he explained, the problem lies with the avionics in older aircraft, which lack capability to paint
RPN Radius-to-Fix (RF) graphics on
map displays. Similarly, he noted, they
are unable to display procedure turns,
holding patterns and DME arcs.
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
The combination of PBN and DataComm

messaging will allow ATC to dynamically
reroute aircraft around severe weather, as
depicted on cockpit display.
into the FMS while flying, RNAV RNP
procedures are preloaded in the aircraft
navigation data base. Procedures like
Radius-to-Fix legs are very complicated
with lots of waypoints, he said, so you
do not want to have to program them
on the fly. Having them preloaded thus
reduces operator error. There can be up
to 50 waypoints for some of these procedures. We are in the middle of how we
think about these things.
When releasing the PBN strategy
Perhaps in response to Lamonds concerns, it went on to say that, based on

operator equipage rates, the use of
TF legs may provide for higher procedure utilization and result in a more
beneficial operation in the short term.
RNAV [RNP] approaches will be retained where necessary. (Fulton interprets the FAAs answer as code for
Go work with your suppliers to fix
your problem, and the cost to upgrade
is also your problem.)
Nevertheless, It looks like weve had
the effect we wanted, Lamond told
BCA. It looks like there will be a series
of recommendations from the Performance Based Aviation ARC, hopefully
in November, that will address this
issue. While I know what they are, I
cannot reveal them until they are finalized, but we are happy with the draft
that we have seen. It mitigates our concerns about the map display [and the
FAA requirement that the full curved
approach be painted on a cockpit display].
The larger issue, Lamond said, is
that whether we are talking about
NextGen, PBN or anything thats waiting out there in the future, the fact
is that we are in a mixed-equipage
NextGen progression from straightsegment navigation by ground-based

radio aids through GPS-based RNAV using
waypoint fixes to RPN-enabled curved
flight paths that enhance efficiency and
system throughput while saving fuel.
document, the FAA stated that, in the
midterm time frame, it would continue to expand the use of GPS RNAV
approaches with RF legs. It conceded
that, Based on the current limitations
of many aircraft operating across the
NAS, use of TF [Track-to-Fix] will exist as needed to support the migration
to RF legs. Over the next 15 years, the
strategy requires the transition from
TF to RF, rendering TF legs the exception and RF legs the norm at NSG 1 and
2 airports.
However, the document also notes
that approaches with RF legs will be
preferred at these major airports to
prov ide higher track predictability and better support for time- and
speed-based traff ic management.
www.bcadigital.com
env i ron ment a nd that w i l l never

change. We will always be in that environment because tomorrow someone
will invent the Next Big Thing, and
itll be incorporated into the system
where some operators will have it and
others will lag behind, so we will never
be equal. Our concern from an NBAA
point of view is that we dont want to
allow a narrow interpretation of equipment requirements that will negatively
impact our members operating older
equipment. At some point, everyone
upgrades or they buy a new airplane.
And this electronic map issue is just an
example of that kind of thing.
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
business aircraft, he continued, almost all of them have the ability to do

LPV, but none of them can do RNP AR,
while the commercial community is the
opposite. Each is coming at the capabilities they need from different directions.
So when you try to develop policy, you
end up with this divide where theres no
harmony and unity in vision. The FAA
needs the user community to have a
common vision [for NextGen to be able
to meet all its planners goals].
LPV can be analogized to a receiver
that harvests augmented GPS signals, displaying them for a published
course to the runway. The ILS approach previously surveyed by the FAA
is overlaid with waypoints to define
the intended course, and ground-based
WAAS determines the aircrafts position around the published approach
centerline. LPV opens up many more
airports to ILS-like performance and
benefits, Fulton said. PBN thus has
been used by business aviation for quite
awhile.
Continuing with the issue of access, in
NSG 1 and 2 metroplexes encompassing
a hub and satellite airports especially
those favored by business aviation how
will the latter be kept in the PBN loop?
Lets use Atlanta-Hartsfield [ATL]

and Fulton County Charlie Brown Field
[FTY] as an example, Lamond answered. The way it is now, any aircraft
departing Charlie Brown during rush
hour conditions will more than likely
be held on the ground until a slot can be
cleared in the outbound flow or cleared
to leave at low altitude before being
raised into the normal stream. Conversely, arrivals to Charlie Brown will
be held somewhere or dropped down to
low altitude to drive in beneath the arrival flow to Hartsfield.
An automation preclearance tool
has been developed that will integrate
departures between the main airport
[the one establishing Class B airspace]
and satellite fields where the aircraft
at the latter will be assigned a slot time
that will show up in the aircraft cockpit and control facilities at all relevant
levels [satellite field tower, TRACON,
en route, etc.] via DataComm, he explained. Arrivals will be via RNAV
RPN STARs accommodating routing
to outlying fields with flow integration
controlled automatically.
Fulton, who routinely captains his
Alaska Airlines 737 into metroplex
clusters, offered another reason why
PBN will be an improvement in the aerial shuffle among airports.
There are conflicts now in metroplexes because of ILSes that intersect
one another that could be resolved
with path computers [i.e., FMSes
programmed with PBN procedures].
When you look at a metroplex, you definitely want to optimize the primary hub
airport without penalizing the satellite
airports. With PBN, you can have any
path, so why do you have to fly over the
top of things like the ILS to Burbank
that goes right over Van Nuys?
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
other airplanes. If we turn that around

and say we have airplanes flying an orderly track to the runway in a PBN environment, now the controller can devote
full attention on that one airplane with a
contingency. Youre managing airspace
using automation and other tools so you
can specifically direct your attention to
the exceptions.
Another point of view from the air
traffic controller perspective is offered
by Jeffrey Woods, an active controller in
the Houston TRACON on special assignment at FAA headquarters working on
development of NextGen support tools
for controllers. He also represents the
National Air Traffic Controllers Associations (NATCA) positions at PBN stakeholder meetings. We have to be careful
in how rigid we make the system, Woods
began. If we make the flows so choreographed that we cant handle a problem,
thats when you will affect the throughput at an airport and when controllers
will have to go back to legacy tools like
vector, speed and altitude.
Safety and separation are our most
important priorities, Woods continued.
And this the automation is where
PBN and NextGen Resources

The FAA document PBN NAS Navigation Strategy 2016 can be
downloaded from http://www.faa.gov/nextgen/media/PBN_NAS_NAV.pdf
Another useful resource, The Future of the NAS, can be found at
http://www.faa.gov/nextgen/media/futureOfTheNAS.pdf
it gets tough on us. You have

to be able to get out of the
automated environment
to handle a contingency,
weather or a go-around. Its
a daisy chain because everyone behind the affected airplane has to follow suit if I
pull one aircraft off the procedure, then everyone behind will have to be pulled off
it, as well. From my perspective, there is nothing on the
horizon that will replicate
what a pilot and a controller
will do. But can we get tools
in place that will be more efficient in how we do our jobs?
PBN is a difficult process for everyone to tackle, Woods believes,
speaking to the issue of accommodating the legacy fleets, because youre
taking a lot of flavors of airplanes and
trying to build procedures that can
accommodate all those diverse performance characteristics. You have
airframes, FMSes, business models,
fuel considerations and time the last
a big concern to time-driven operators like FedEx. These factors evolve
and change constantly, and you need
a process that can capture all those
viewpoints.
If you really want a lot of utilization
from PBN, you want to fly the procedure from top of descent to as low as
possible under ideal circumstances,
to the threshold of the runway. Pilots
and controllers agree on this, but we
have to have the decision support tools
necessary to manage these flows as far
out as possible, he continued. Currently, we do most of it on a tactical
basis, which is more hands-on by the
controller using vectors, speeds and altitudes to manage the flows. We try to
apply time-based management [TBM],
and while were using it today, it is not
totally time-based. Its used more as a
timing tool rather than a scheduling
tool, a hybrid system. To even out the
flow in weather events or when theres
a contingency, we occasionally have to
resort to holding, miles-in-trail procedures, and so forth.
Woods and his colleagues are not opposed to automation in ATM and value
www.bcadigital.com
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
across today is that we have to be

careful how rigid we make the system, as that takes away the flexibility
the controller has to manage the flow
to the runway especially during contingencies. If we make it too rigid, it
will affect throughput and capacity.
Throughput is keeping pressure on
the runway. Under ideal conditions,
we want an airplane to land, clear the
runway, and have another aircraft in
position to land behind it. With current separation standards based on
surface [i.e., airport] constraints, a
lot more work has to go into that by
making separation standards more
efficient.
Its About Concrete

But heres a surprise: The major impediment to increasing throughput is not
the need for tighter RNP procedures
that reduce separation, thereby allowing increased capacity, its concrete.
Its not that they cant tighten up the
separation, Woods maintained, its because of surface constraints a concrete issue in that the surface area
[of the airport] has to be able to handle
more airplanes. He cited JFK International, a very old airport laid out like
so many others in the U.S. during the
piston airliner era, as an example. On
the other hand, Denver International,
GPS Reliability, GDOP, and RAIM Holes

The space-based Global Positioning System could be said
to be the keystone of the FAAs NextGen ATM modernization (just as it was for the Future Air Navigation System,
or FANS, in use in oceanic and remote airspace), but just
how reliable is GPS? To find out, we asked John Hansman,
Ph.D., an aeronautics professor and researcher at the
Massachusetts Institute of Technology.
There are fundamental error sources in GPS, professor Hansman began his lecture. One is ionospheric
propagation that slows down the signal, so depending on
how thick the ionosphere is at any given time, it can create an uncertainty in an aircrafts position. What WAAS
[Wide Area Augmentation System] does is correct for this
by measuring the thickness of the ionosphere and sending that information through a satellite to the receiver in
the airplane to correct the error. (The uncorrected GPS
signal typically has an accuracy between 20 and 100 meters, while the WAAS correction will be typically around 5
meters or better).
Then theres Geometric Dilution of Position (GDOP)
caused by the relative position, or pattern, of the satellites seen, or sending signals being picked up by the GPS
receiver. A wider pattern will produce more accurate positioning than one where the satellites are closer together,
relatively speaking, from the point of view of the receiver.
Remember, too, that everything is moving the satellites,
the aircraft (or other vehicle) and timing errors can dilute a position, too.
You have to be able to measure when the signal is
sent and when it is received, Hansman said. You need
to know time within a few nanoseconds to know how far
away from the satellite you are when you receive the signal. To be that precise, every satellite is equipped with an
atomic clock, as the clocks on the airplane are relatively

cheap [compared to an atomic clock]. We start with four
unknowns: x, y, z position values and time, or clock error
[i.e., the clock in the GPS receiver]. You need to receive
signals from at least four satellites to achieve an accurate
position; the fourth satellite deals with the clock error, that
is, xyz position plus time error.
Now, what if a satellite goes bad? Near the ground, I can
get a satellite signal reflected off the ground or the airplane
a bounce and that can create an error in position,
Hansman explained. The atomic clock in the satellite can
fail, or the satellite can drift out of position, so there are a
lot of things that can happen. A ground-based radio aid is
stationary, but the satellites are always moving.
Integrity monitoring asks how good the GPS position is,
so we compare it with an independent source or perform
Receiver Autonomous Integrity Monitoring, or RAIM. With
RAIM, if I can see enough satellites, I can crosscheck my
position and determine if any of the satellites are bad or
if my nav solution becomes corrupted. The GPS receiver
does this automatically. If you are doing RNP 1 or RNP 0.3
procedures, you must have enough satellites in view to
perform RAIM at a sufficient level.
And as if you didnt already have enough to worry about,
there are RAIM holes that develop briefly and move
around (see Using FANS in Oceanic Airspace, BCA,
September 2016). But, as Hansman points out, there
are RAIM prediction services for flight crews that include
flight planning companies and an FAA website. If you are
doing RNP 1 or 0.3 procedures that require high precision,
you have to take this into consideration by checking
the RAIM position for the times you will be flying the
procedures. BCA
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.
the U.S.s newest major hub airport,

was designed to move airplanes in
and out rapidly. The separation of
the parallels there is sufficiently wide
to accommodate simultaneous operations in IMC, Woods said. So in the
real world of airports, we have to apply different separation standards
based on the layout and condition of
the surface.
So, will the automated ATM system
eventually eliminate the need for human air traffic controllers? Lamond
doesnt think so: There will absolutely be controllers, but there will
be much more automation in place
by 2030. Therell be less talking on
the radio, and while that will begin to
decrease in the 2020s, the last place
will be between the airport control
tower and the airplanes. Controllers
will be more systems managers, but
they will be capable of taking over the
system at any moment. There will be
a change in how they will use the tools
that will be given to them. This begins with the predeparture clearance.
Where we will see it go next is the en
route environment. After everyone
gets comfortable with that, you will
then begin to receive actual controller instructions via DataComm.
(It is important to note here that
DataComm is more than just Controller Pilot Data Link Communications (CPDLC) its an enterprise
scenario where all engaged parties
will receive a text message, e.g., the

a ircra f t a nd releva nt controlling
agencies: tower, TRACON, en route
centers, etc.)
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
table with the realization that we wont

get everything we want.
We remember a conversation some
years ago with a now-retired FAA scientist who held forth on the difficulty of
laying out very-long-term projects like
NextGen in an era of rapidly emerging technological breakthroughs. For
practical reasons like budgeting and
marshalling resources, the scientist
mused, you have to commit to a plan
when you dont know what you dont
know or whats around the next corner that could, literally overnight,
render all your work obsolete. Would
the FAA have spent billions on establishing the domestic ADS-B ground
network had it known that only a few
years later space-based ADS-B (Aireon) would be conceived and actualized by a telecommunications company
(Iridium) with extra payload capacity
on its satcom networks second-generation satellites?
On the other hand, as Fulton pointed
out, aviation has muddled along fairly
successfully with the legacy ATM system, warts and all, that has evolved
over 70 years since World War II. Pilots
and controllers have been cooperating
for decades to make it work. Given the
care and pace that the FAA is taking to
bring ATM into the 21st century and
advice it has solicited from the user
community, theres reason to believe
that the PBN initiative will likewise be
successful. BCA
www.bcadigital.com
20/Twenty
Fred George
Senior Editor
fred.george@penton.com
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four-seat club section with two, forward-facing chairs in the
aft cabin, plus the two-place forward divan on the right side. A
single seat up front is optional, making room for an expanded
coat closet behind the copilot.
Typically equipped aircraft have an 860-lb. tanks-full payload and they can fly 1,720 nm at high-speed cruise, landing
with 200-nm NBAA reserves. With all eight seats occupied,
max range is about 1,460 nm.
Runway performance is the aircrafts strong suit. They can
operate out of much shorter runways that other midsize aircraft. Access to considerably more general aviation airports
potentially results in quicker point-to-point travel times because of reduced drive times to smaller airports.
Long travel, trailing-link landing gear assure soft touchdowns. But, single-wheel main landing gear dont offer as much
stopping power on contaminated runways as would dual mains
having higher tire pressures. However, the thrust reversers
provide impressive deceleration.
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
News of promotions, appointments and honors involving

professionals within the business aviation community
Air Partner, United Kingdom, named Joe Halanen emergency
planning division manager at Air Partner. Halanen will be based
at London Gatwick Airport. He has worked in government emergency management, for British Airways at London Heathrow Airport, and for the UK government in Whitehall.
Aloft AeroArchitects, Georgetown, Delaware, named Robert
Bob Sundin president and CEO. He was also named to the companys board of directors. John Martin, the current president and
CEO, will assume the role of chairman of the Aloft board. Sundin
is a 30-year veteran of the aviation industry and has held leadership roles with Bombardier, Landmark Aviation and Dassault
Falcon Jet. Most recently, Sundin was president of Dassault Aircraft Services.
Amerijet LLC, Fort Lauderdale, Florida, the parent of Amerijet
International, Inc., appointed of Neel Jones Shah to its Board of
Managers.
Avolon, Dublin, Ireland, appointed Denis Nayden vice chairman
of the board. Nayden was also appointed chairman of the Risk
Committee. He most recently served as Avolons chairman. He is
also an advisory managing partner of Oak Hill Capital Partners.
Comlux, Hergiswill, Switzerland, appointed William (Bill) Koperek
executive vice president of Business Development at the group
level. He comes to the company from Boeing where he was most
recently director of Fleet Support at Boeing Business Jets (BBJ).
Dallas Airmotive and H+S Aviation, Dallas, Texas, BBA Aviation Global Engine Services (GES) companies, announced the
appointment of Mark Johnstone as president and COO of Global
Engine Services. Johnstone joined BBA Aviation in 2008 as
Group Corporate Development director and has served as the
CFO of Signature Flight Support, managing director of APPH,
as well as managing director of Flight Support EMEA prior to
this appointment.
Drone USA, Inc., New York, New York, appointed David Y. Williams
Jr. to it Board of Directors. Williams has over 30 years of financial experience in executive management positions within the
finance services industries.
Elliott Aviation, Moline, Illinois, has hired Bill Reeves as director
of Maintenance Services. Most recently he was manager of Aircraft Maintenance at Cessna/Textron Milwaukee.
Falcon Aviation, United Arab Emirates, announced that Pauline
Smith has joined the company as FBO manger. In her past position at Marshall Aerospace was head of Customer Services and
Terminal manager. She has also held senior positions at Harrods
Aviation, ExecuJet Middle East and Al Bateen Executive Airport.
General Aviation Manufacturers Association, Washington, D.C.,
elected Simon Caldecott, president and CEO of Piper Aircraft, has
been elected as chairman. Phil Straub, managing director of aviation and vice president of Garmin International, was elected vice
chairman. Nicolas Chabbert, senior vice president of the Daher
Airplane Business unit, was elected chairman of GAMAs Safety
and Accident Investigation Committee.
Global Jet Capital, Boca Raton, Florida, announced that Bill Boisture
has been appointed chairman. Shawn Vick has

been appointed CEO. Boisture is an operating
partner at AE Industrial Partners and is on the
executive committee of Global Jet Capital. Boisture has held senior leadership positions at Gulfstream Aerospace, NetJets, SimuFlite and most
recently, Beechcraft Corp. Vick is a partner in
WILLIAM KOPEREK
AE Industrial Partners and a Global Jet investor.
Gulfstream Aerospace, Savannah, Georgia,
named Thomas Anderson vice president and
general manager of its service and completions centers in Long Beach, California. Anderson replaces Becky Johnson, who retired.
Jet Aviation, Geneva, Switzerland, named
Edgar Guerreiro manager of Jet Aviations fixed
base operation in Geneva. Joao Martins has
MARK JOHNSTONE
been appointed general manager of the companys Zurich operation. Guerreiro joined
the company in March as purchasing manager. Martins joined Jet Aviation from VistaJet Group, where he worked as head of global
purchasing and logistics.
Jetcraft, Morrisville, Nor th Carolina,
appointed Dan Kilkeary sales director for the
BILL BOISTURE
northeastern U.S. Chris Hollingsworth has relocated from Europe to become sales director of
the south-central U.S. Kilkeary most recently
served as greater New York City sales manager at Dassault Falcon. Hollingsworth joined
Jetcraft in 2009 and will be based in Dallas.
Recreational Aviation Foundation, Bozeman,
Montana, named Jack Tyler and Bill McGlynn
THOMAS ANDERSON members of the board of directors of the.
McGlynn is a former senior vice president of
Hewlett-Packard.
Seeker Aircraft, Albuquerque, New Mexico,
announced that it has appointed Ed Lundeen
president of Seeker Aircraft and managing
director of Seabird Aviation Australia. Prior to
joining Seeker, Lundeen serviced as executive vice president, Business Operations for
ED LUNDEEN
Eclipse Aerospace, Inc.
Stellar Labs, Inc., Redwood City California, named Tim OBrien
chief operating officer. Most recently, he served as vice president of program management at Stellar.
TAG Aviation, Farnborough, United Kingdom, appointed Cyrille
Pillet TAG Aviation Europes vice president of maintenance operations, and is the accountable manager of TAG Farnborough
Maintenance Services Center in the UK. John-Paul Williams joins
the company as commercial manager for TAG Farnborough Maintenance Services. Greg Hoggett has been named chief operating
office for TAG Aviation UK. BCA
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Products & Services Previews

By Jessica A. Salerno jessica.salerno@penton.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
in a first for fuel apps, the opportunity to offset carbon emissions

through the system interface. The
app is offered to anyone with a fuel
requirement, not just current Air BP
customers, however it does allow
operators to purchase fuel directly
and easily from any one of Air BPs
800-plus locations worldwide.
Acropolis Aviation
chartersales@acropolis-aviation.com
2. Flying Colours Begins

First InAIrvAtIon Global
retrofit
Peterborough, Ontario-based Flying

Colours Corp. is now offering INAIRAVTION a pre-engineered retrofit solution for an extended range of aircraft. The options are now available for
Bombardier Challenger 300 and 605,
Gulfstream G450 and G550 models.
The company has begun work on the
first Global Express, its launch customer, at its headquarters facility in
Canada. The installation will include
B/E Aeroaspace seat frames covered
with exotic leathers; carbon fiber
veneers; mood lighting controlled by
the nice HD CMS; GoGo ATG 5000
high-speed data system; nice HD
Cabin Management and Inflgiht Entertainment systems from Lufthansa
Technik, among other enhancements
and improvements.
Flying Colours Corp.
flyingcolourscorp.com
3. Air BP Launches Fuel

App with rocketroute
Air BP and RocketRoute launched
a new way of buying fuel. The app
streamlines the fuel purchasing
Air BP
www.airbp.com
rocketroute
www.rocketroute.com
4. rockwell Collins HGS

and EvS Certified on
Legacy 450/500
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
The Rockwell Collins HGS 3500

and EVS-3000 are certified for the
Embraer Legacy 450 and 500 Having synthetic and enhanced vision
on the HGS sets the stage for a
combined head-up vision system
in the future, which will make for
a full-time, augmented view of
the outside world for enhanced
situational awareness and getting all the way to the runway
when the visibility is low. Operators equipped with Rockwell Collins HGS and EVS are able to fly
specially approved approaches at
airports around the world, which
allow for further descent before
making a final decision to land.
rockwell Collins
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6. RUAG Develps EASA STC

for ADS-B Out Update
platforms working on Rockwell Collins GPS 4000S and ProLine 21 or

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certified for meeting the 2020 compliance date. RUAG recommends
introducing the required upgrade
during the aircrafts next C check
in order to optimize dow ntime.
RUAG Aviation earned an EASA STC

for an ADS -B Out upgrade for the
Dassault Falcon 2000 and 2000EX
RUAG
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Sportys
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equivalent gift cards. The app also
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contact details and Google Maps for
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planned functionalities include directly
booking discounted hotels, and National Car Rentals reservations. The app is
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Signature Flight Support
www.signatureflight.com
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8. An Aviation Ez Creeper
10. Universal Aviation

Opens Dominican
Republic FBO
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
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years of collaborative effort using
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data, the Aircraft Valuation Tool is a
response to [industry] challenges and
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The Ez Creeper Company, Inc.

London, Ontario
www.ezcreeper.com
9. AMSTAT Aircraft
Valuation Tool
AMSTAT, Inc.
(877) 4AMSTAT
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www.amstatcorp.com
AMSTAT has par tnered with Van

Buren Advisors and General Aviation
Services to provide a new standard in
Universal Aviation, the worldwide

ground support division of Universal
Weather and Aviation, Inc., expanded
its network with the opening of Dominican Republic at La Romana International Airport (MDLR). Based at the
MDLR Executive Aviation Terminal,
Universal Aviation Dominican Republic
is the networks 18th location in Latin America and the Caribbean and its
65th location worldwide. The facility
is open now and actively coordinating
ground-handling operations at MDLR,
including managing arrangements and
facilitating any changes or last-minute
requests.
Universal Aviation Dominican Repubic
www.universalaviation.aero/dominicanrepublic
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Advertisers Index
AcUKwik.com
acukwik.com
Page 33
Keystone FBO Services

keystoneav.com
Page 63
AcUKwik Managers World Edition

aviationweek.com/WE1617
Page 4
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
MAC Air Group

macairgroup.com
Page 63
Aircraft Lighting
www.aircraftlighting.com
Page 67
Million Air White Plains

www.millionair.com
Page 70
Asertec
Page 65
National Gay Pilots

Association
ngpa.org
Page 71
Bohlke Int. Airways

Page 65
Bombardier
businessaircraft.bombardier.com/bca
Page 21
Breitling
www.breitling.com
BC
Corporate Angel Network
www.corpangelnetwork.org
Page 3
Embraer Executive Jets
embraerexecutivejets.com
Page 25
FlightSafety
flightsafety.com
Page 47
Fort Wayne Aero Center
fwaerocenter.com
Page 65
Garmin
garmin.com/aviation
IFC
Gulfstream
gulfstream.com
Page 6
HillAero
www.hillaero.com
Page 65
JetBed
www.Jet-Bed.com
Pages 61
JSSI
jetsupport.com
Page 17
KaiserAir
www.kaiserair.com
Page 64
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.
REGISTRATION IS NOW OPEN

FOR AIRLINES AND VENDORS
Head to ngpa.org for information.
Piper
piper.com/M600
IBC
ATTENDEE REGISTRATION
BEGINS NOVEMBER 1
Preferred Limousine
www.preferredlimo.com
Page 70
Fast Pass allocations are offered with

instant confirmation of appointment
for participating airlines at the end of
December. More info at ngpa.org.
Reliable Jet Maintenance

www.reliablejet.com
Page 68
Rolls Royce
Rolls-Royce.com
Page 13
RUAG
www.ruag.com/ba/cabin
Page 9
FOR ADDITIONAL INFO

BRIAN GAMBINO
Director, NGPA Industry Expo
brian.gambino@ngpa.org
DAVID PETTET
Executive Director, NGPA
david.pettet@ngpa.org
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
BCA 50 Years Ago
December 1966 News

The recent airline strike lasted 43 days and an
equal number of nights, during which time five million
tempers were irretrievably lost and 25,000 business
pilots were worn to a frazzle. Torch Lewis, BCA
Edited by Jessica A. Salerno jessica.salerno@penton.com
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
Fan Jet Falcon Sim
Cessna offers 10 avionics

installations on its New Model
401/402 ranging from and $8,000,
56 lb., austerity kit to the works at
$67,751 and 340 lb. Other options
deemed worthwhile include oxygen
(1,045), dual fight instruments
($1,525), dual controls $345) and prop
unfeathering accumulators ($270).
Bell Helicopters answer to short-haul

executive transport is the 5-place
JetRanger, skims over Manhattans
trafc-bound West Side Highway. Allison-powered JetRanger was awarded
FAA type certicate in October and
customer deliveries will begin early in
1967. The 2,900-lb. normal category
JetRanger ofers a useful load of 1,605
lb., cruise speed of 140 mph and a maximum range of 425 miles all aimed at
providing rotary-wing answer to executive and air taxi transport needs.
Fight simulation, a technique virtually

confned to airline and military use because
of the ultra-high costs of simulators, is
gradually gaining in business aviation. While
simulators such as the one for the Fan Jet
Falcon can costs over a million dollars, they
make safety and economic sense in training
and retraining pilots on high-performance
expensive-to-operate aircraft.
Scheutzow Helicopter
Two-place rotorcraft unveiled by

Scheutzow Helicopter Corp., Berea, Ohio,
uses rubber-mounted rotor blades and
a V-belt drive. Scheutzow is predicting a
$12,000 price tag with deliveries beginning in 1967. Lack of bearings and gears
will lower price to half that of comparable
2-place helicopters. Engine is Lycoming IVO360 (165 hp), max gross weight is 1,460 lb.,
max speed is 85 mph. BCA
Canadair, a subsidiary of General

Dynamics, ofers its new CL-215 amphibian with a 3-cent per seat-milesto-y competitive with land-based
airplanes of comparable size. (Based on
150-mi. stage lengths)
www.bcadigital.com
WELCOME TO OUR WORLD
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

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