Aviation Heaven Guide - Business Jet - CAMO, Management & More Issue 09 July 2021

THE BUSINESS JET TECHNICAL MANAGEMENT GUIDE

AVIATION HEAVEN CAMO MANAGEMENT & MORE

JULY 2021 | ISSUE 09

WHO CHOOSES THE CHEAP OPTION, PAYS TWICE

BY PRIMUS AERO

PRE-PURCHASE INSPECTION: HOW TO SELECT A PRE-OWNED AIRCRAFT AND NOT REGRET IT

BY TOM CHATFIELD, CEO CAMBER AVIATION MANAGEMENT

JULY 2021 | $00.00

CAMO - MAINTENANCE OCCURRENCE REPORT THE PRACTICAL GUIDE

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"HEAVEN FOR YOUR BUSINESS JET" VISIT US AT WWW.AVIATIONHEAVEN.COM

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CONTENTS CAMO + MANAGEMENT

04 CAMO - MAINTENANCE

OCCURRENCE REPORT (MOR) Aviation Heaven

06 PRE-PURCHASE INSPECTION: HOW TO SELECT A PRE-OWNED AIRCRAFT AND NOT REGRET IT A completions manager story by Tom Chatfield, CEO Camber Aviation Management,

12 DAMAGE ASSESSMENT ON A

WING OF A BRITTEN-NORMAN BN-2B-26 AT ACC COLUMBIA ACC COLUMBIA Jet Service

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WHO CHOOSES THE CHEAP OPTION, PAYS TWICE

BY PRIMUS

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PLACARDS, MARKINGS AND CUSTOM DESIGN PRINT BY AEROVISTO

EDITOR'S NOTE This magazine was created to provide valuable content and information to everyone involved in the management of business jets.

Our focus is to bring our readers great value on topics of important technical aspects. We hope this magazine will be of good value and feel free to give your comments on any matters.

ANDREAS PAST PUBLISHER & EDITOR-IN-CHIEF

JÄGERKAMPSTR. 3 , 85653 GROSSHELFENDORF +49-8095-8750-946 SUPPORT@AVIATIONHEAVEN.COM

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OWNED, PUBLISHED BY ANDREAS PAST, AVIATION HEAVEN GMBH, JÄGERKAMPSTR. 3, 85653 GROSSHELFENDORF, GERMANY. ALL RIGHTS RESERVED. NO PART OF THIS PUBLICATION MAY BE REPRODUCED, STORED IN A RETRIEVAL SYSTEM, OR TRANSMITTED IN ANY FORM OR BY ANY MEANS, PHOTOCOPYING, RECORDING , ELECTRONIC, OR OTHERWISE WITHOUT PRIOR WRITTEN PERMISSION OF THE PUBLISHER.

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CAMO - Maintenance Occurrence Report (MOR)

The practical guide how to get things done!

Why do I need to file an Occurence Report?

Part CAMO.A.160 and AMC20-8 is the reverence why to make an occurrence report! Further to this, it's to collect, investigate and analyze systems to contribute to the improvement of aviation safety, and not to attribute blame, impose fines or take other enforcement actions. A report should be made to your national authority as per your CAME or notice from the authority. Usually, authorities provide you with guidance material on how to submit a MOR. Also, the Type Certificate Holder like the manufacturer should be made aware. A MOR has to be submitted within 72 hours.

When do I need to file an Occurence Report?

You will find a detailed list of findings that must be reported in AMC20-8. Here are some examples out of it: Defect or damage exceeding admissible damages to a Principal Structural Element that has been qualified as damage tolerant.

Loss of any part of the aircraft structure in flight.

Asymmetry of flight controls; e.g. flaps, slats, spoilers etc.

Flameout, shutdown or malfunction of any engine.

Damage or defect of main rotor gearbox / attachment which could lead to in flight separation of the rotor assembly, and /or malfunctions of the rotor control.

Hot bleed air leak resulting in structural damage.

How is it done?

A report will be filled containing all information about the aircraft, reporting party, occurrence, and a lot of other information required.

After the report is submitted there is a need for follow-up of the corrective action performed and may be further cooperation with the TC Holder has to be made to investigate on how this has happened and how it can be prevented next time.

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"Please note this is a practical guide and for information only.

Please refer to your company procedures and official documents."

Placards, Markings and Custom Design Print by AeroVisto SAFA Check! Never get a finding by a missing placard! AeroVisto can create any interior and exterior placards from simple single ones up to whole sets from the OEM IPC standards. English and European Bi-lingual placards can be supplied for all kinds of aircraft types.

Express spares ready for shipment within 24 hours Express spares can be easily produced just by pictures and size Customized placards for refurbishments colour and finish (matt and gloss) (changed interieur colours dark/light) with high chemical resistance material Customized placards or stencils used for registration marks, company logos, branding, marketing and any other application If you register your newly bought aircraft AeroVisto can provide you with registration decals or adhesive stencils for permanent registration painting. Ther are no limits on the appliance of our stencils if it is for your company logo or for any other application. Use our painting masks to make use of it multiple times to save you time and costs.

All our materials are certified and have the following features: FAA tested printing System, FAR 25.853 approved Flammability test certificate available For flat surfaces with and without rivets, or simple curved surfaces Application on Flexible signage, glass, metal, acrylic, polycarbonates, fiberglass, painted surfaces Resists petrochemical spillage and/or severe handling conditions Resistance to weathering of printed graphics for up to five years Apart from the aircraft we offer customized digital printing options for your company. From the design of your lounge, crew shuttle or anything else you can think of, we can give you the unique touch it takes to create the ultimate customer experience.

Car foil wrapping to match your brand Furniture foil wrapping for a unique touch Digital printing on foils, banners, PVC, textiles

JULY 2021 | ISSUE 09

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Pre-Purchase Inspection: How to Select a Pre-Owned Aircraft and Not Regret It

The purchase of an aircraft, especially a pre-owned aircraft, is a very complex process. In fact, purchasing a pre-owned aircraft often carries a little extra gravity, because while buying used can save you a lot of money, there is always risk in losing money through unforeseen repair costs. The only thing you can do to protect yourself in this situation is to perform a well-executed “Pre-Purchase Inspection”. This article will cover all you need to know about this process and discuss the importance of finding experienced professionals to conduct it.

Before imaging all the ways your new aircraft can make your business and life easier, you will require a number of specialists to help you identify potential issues, mitigate any risk, and ensure that the purchase is conducted in a professional manner. Therefore, the Pre-Purchase Inspection (“PPI”) is an essential tool for due-diligence when determining the condition of a pre-owned aircraft before purchase. It is a thorough investigation with a nose-to-tail physical inspection of the aircraft, a comprehensive review of the maintenance records, and a cumulative flight test. So, let’s dive in and look at what exactly a qualitative PPI entails.

Step One: Assemble your Top Team We can call this step the “pre-inspection” to the Pre-Purchase Inspection! All jokes aside, this is an essential step that you must not skip while on your journey to finding the right business aircraft for you. The team you gather will lead you through the entire PPI process and therefore, should consist of specialists with comprehensive industry experience. Your team will include a technical advisor, the owner’s pilot (if possible), their financial advisor and lawyer. Together they provide you, as the future owner, with the guidance and critical insights needed to ensure the successful purchase of the aircraft.

A PPI is performed once a candidate aircraft has been identified and, from the information received from the seller (or the seller’s broker), it is clear that the candidate meets the future owner’s expectations in terms of price, age, cabin layout, maintenance status, etc.

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AHGUIDE Often the future owner’s technical advisor will perform a “desktop analysis” of the data received from the seller to confirm key aspects of the aircraft, ensuring that a PPI isn’t performed on an aircraft that doesn’t meet expectations.

The PPI process begins by determining the condition of the aircraft, reviewing its records, identifying technical issues, and establishing any upcoming maintenance (including mandatory modifications and upgrades). With this information, the technical advisor can develop the budget and timeline necessary for repairs, outstanding maintenance, and other modifications/upgrades requested by the future owner.

The knowledge and experience of your team during the PPI stage greatly increase the prospects of a safe and secure aircraft purchase. At Camber, we pride ourselves in our meticulous team of exceptional aviation technical advisors and seasoned industry professionals. All of our experts have an aircraft maintenance engineer license (and/or hold an advanced aviation degree) with over 15 years of private jet experience.

With our top team and their precise aircraft analyses, potential owners can better understand the issues BEFORE finalizing the purchase an aircraft, thus providing peace of mind in knowing the most informed decision was made.

Step Two: Screen the Documentation to the Tiniest Detail The goal of each PPI is to identify all shortcomings that need to be resolved. Experts deliver a PPI report that will help you determine if the aircraft is worth your investment. The investigation begins with a thorough review of maintenance records. This review confirms that all scheduled maintenance has been performed, ensures “Airworthiness Directives” and “Alert Service Bulletins” are in compliance with regulations, and makes sure any unscheduled maintenance is completed and documented correctly. It will tell you if the aircraft has suffered an accident or major repair, and its ownership and registration histories. The maintenance documentation can reveal the complete history of the aircraft, but you need experts to help you interpret it.

The inspection of aircraft documentation continues by establishing the remaining time on certain “lifelimited” components, like the engine turbine blades and structural landing gear parts.

It is normal for a PPI to uncover some structural damage. During its lifetime, an aircraft is subjected to inadvertent damage, corrosion, wear, lighting strikes and environmental damage. However, this damage must be correctly assessed, repaired and recorded. Any repairs performed should have been correctly documented, including any subsequent re-inspections. Keep in mind that even if an aircraft is correctly maintained and everything is well documented, structural damage invariably reduces the value of the aircraft when compared to the value of a new aircraft.

Finally, a review of the aircraft's weight and balance should be performed to confirm the aircraft's performance has not been compromised in any way.

The physical inspection of the aircraft often follows the PPI guidelines established by the OEM (Original Equipment Manufacturer). However, each selected maintenance facility may suggest additional inspections based on their experience with similar aircraft. In general, the inspections will include:

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Step Three: All Aboard! (and Bring Your Magnifying Glass)

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Corrosion detection (especially under lavatories, in the lower fuselage, and other areas subject to environmental exposure), Engine and APU borescope inspections and oil sampling (to establish the condition of the engines, check the hydraulic system for leaks and wear, etc.), Exterior paint analysis and inspection of polished metal surfaces, Written record of the serial numbers for all parts/components on the flight deck and avionics racks (to confirm the status of any modifications and ensure that the correct units are installed and upto-date), and Detailed inspection of the interior to determine the condition of the cabin, including: upholstery and carpets, monument finishes, and system serviceability The attention to detail during the PPI phase must be precise. Remember, if needed, your team should revisit the physical aircraft to re-examine any items of concern.

The physical inspection of the aircraft often follows the PPI guidelines established by the OEM (Original Equipment Manufacturer). However, each selected maintenance facility may suggest additional inspections based on their experience with similar aircraft. In general, the inspections will include: Corrosion detection (especially under lavatories, in the lower fuselage, and other areas subject to environmental exposure), Engine and APU borescope inspections and oil sampling (to establish the condition of the engines, check the hydraulic system for leaks and wear, etc.), Exterior paint analysis and inspection of polished metal surfaces, Written record of the serial numbers for all parts/components on the flight deck and avionics racks (to confirm the status of any modifications and ensure that the correct units are installed and upto-date), and Detailed inspection of the interior to determine the condition of the cabin, including: upholstery and carpets, monument finishes, and system serviceability The attention to detail during the PPI phase must be precise. Remember, if needed, your team should revisit the physical aircraft to re-examine any items of concern.

The physical inspection of the aircraft often follows the PPI guidelines established by the OEM (Original Equipment Manufacturer). However, each selected maintenance facility may suggest additional inspections based on their experience with similar aircraft. In general, the inspections will include: Corrosion detection (especially under lavatories, in the lower fuselage, and other areas subject to environmental exposure), Engine and APU borescope inspections and oil sampling (to establish the condition of the engines, check the hydraulic system for leaks and wear, etc.), Exterior paint analysis and inspection of polished metal surfaces, Written record of the serial numbers for all parts/components on the flight deck and avionics racks (to confirm the status of any modifications and ensure that the correct units are installed and upto-date), and Detailed inspection of the interior to determine the condition of the cabin, including: upholstery and carpets, monument finishes, and system serviceability The attention to detail during the PPI phase must be precise. Remember, if needed, your team should revisit the physical aircraft to re-examine any items of concern.

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Step Four: What Does the Pilot Say? Flight testing (not to be confused with a singular test flight) is a process involving several test flights in which the performance/capabilities of the aircraft are established. A flight test is performed to ensure that all systems are functioning correctly (including emergency systems) and confirm that the aircraft handling is characteristic for that type of plane.

A flight test must be conducted by a professional pilot that is endorsed to fly this particular aircraft type, with experience performing these types of tests and maneuvers. Specific test, prescribed by the OEM, that will be performed during the flight test must be clearly identified, planned, and discussed with the flight crew. It is recommended that a flight test is conducted by the pilot that will actually fly the aircraft in the future, but additional consultation from an independent and objective pilot is also recommended.

Step Four: What Does the Pilot Say? At the conclusion of the PPI, a final assessment will list any issues with the aircraft. The resolution of these issues will be negotiated between parties and will play a part in determining the final price of the aircraft. Issues are usually ranked by severity: 1. Airworthiness 2. Technical issues 3. Aesthetic issues Technical advisor will provide you with estimates of the associated costs and downtime.

Generally, airworthiness issues will need to be resolved prior to the sale of the aircraft. However, the buyer may be willing to accept a price reduction if the aircraft will be undergoing maintenance at the airport immediately following the sale.

A well-performed PPI will always provide the buyer with a clear understanding of the issues, the cost to resolve said issues, and any anticipated upcoming costs (maintenance, modifications, upgrades, refurbishments, etc.). With this information, the future owner can make a well-informed decision on whether or not to purchase the aircraft.

Buying any aircraft without first conducting a PPI can be a costly mistake. For the purchase of preowned aircraft, this process is absolutely essential. A highly skilled and independent team of experts can save you a significant amount of money in unforeseen repair costs ranging upwards of $100,000 and more. Numerous direct and indirect costs can only be detected by a professional who knows exactly where and what to look for. If you are thinking about owning a business jet, the Pre-Purchase Inspection is a process you must take seriously.

Author: Tom Chatfield, CEO Camber Aviation Management, www.camberaviation.com solutions@camberaviation.com

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The Camber team has almost two decades of experience maintaining, operating and managing business jets and bizliners for clients around the globe. We have performed and overseen PrePurchase Inspections on many types of aircraft and know exactly what to look for. Let’s start the conversation and introduce you to the Camber PPI standards that can save you money and time, reducing your risk, while helping you find the right jet for your operations and comfort.

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Who chooses the cheap option, pays twice Buying an aircraft is not like buying a bar of chocolate because it includes a variety of complex factors. This phase-in process of an aircraft into the fleet of a new operator combines airworthiness requirements, outstanding maintenance, and contractual considerations and is guided by the technical expertise of a CAMO.

Preparation for outstanding MX The process starts with the customer’s desire for a specific aircraft type and SN. This is followed by the first hands-on inspection of the aircraft-related documents to verify the general inspection status, installed equipment and overall appearance of the documentation.

A physical inspection of the aircraft itself will follow upon satisfactory initial document inspection. Based on this, a diligent CAMO will advise on which maintenance events will arise soon and their respective costs (which could include fees for the re-registration or costs for loaner/exchange engines due to upcoming engine overhaul). Therefore, the CAMO is that party in the process that gives a clear picture of the asset for now and in the future.

Different authorities have different requirements. Consequently, most Phase-Ins are challenging when it comes to a transition from one regulation to another (for example from EASA to FAA). The SBs and ADs which are applicable under FAA might not meet the EASA standards and vice versa. To deal with these issues deep knowledge of the regulations is required. The same applies to STCs and modifications.

Planning the transition process To manage the transition process CAMOs need a deep understanding of technical aircraft management and everything that connects to it like spare parts sourcing, legal requirements, and the operator’s requirements that arise from day-to-day operations.

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AHGUIDE A good plan needs to consider the different forms which must be submitted to the various players who are involved at the right time and in the right order because all players (buyer, seller, MRO, lawyers, etc.) depend on the information from the others. In this complex net of players, the CAMO acts as the monitoring and planning party whose aim is to avoid friction and inefficiencies. Friction and inefficiencies would lead to a loss of time and therefore, a loss of money for the buyer. Moreover, the same challenges have to be dealt with regarding the documents that need to be established and authorized by the competent authority like the Minimum Equipment List and Aircraft Maintenance Program under EASA regulation.

To manage this complex environment, a CAMO needs a sound network of business partners, MROs, OEMs as well a good relationship with the authorities. The bigger and more experienced the monitoring party becomes and the more experience they have with dealing with every single party, the better the network becomes. During the entire process, it is a substantial advantage to know your go-to-contacts well.

CAMO: a helpful interface between seller and buyer The contacts who finalize the transaction are the lawyers who are responsible for the final purchase contract. However, what is in the contract is determined by the consultancy of the CAMO. Every finding will find its way into the final purchase agreement and therefore will be a point of discussion between the two parties, both money- and handling-wise. A trustworthy partner in that process should have diplomatic skills to mediate between the parties while keeping the client’s best interests at heart.

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Author: Anna Gletthofer, Marketing Manager & Wolfgang Büttner, Customer Care Manager www.primus.aero anna.gletthofer@primus.aero wolfgang.buettner@primus.aero

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To summarize it can be said that a lot of unnecessary costs can be saved by choosing the consulting party wisely. A good choice can save you time, money, and nerves. In this context, an old Austrian saying is the perfect ending to this article: “Who chooses the cheap option, pays twice.”

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Damage Assessment on a Wing of a Britten-Norman BN-2B-26 at ACC COLUMBIA – Support ACC COLUMBIA offers support for sheet metal projects, ranging from minor modifications up to huge structural repairs on virtually all types and makes of aircraft at their facilities in Wegberg and Mitterskirchen. Whether you are in need of repairs including documentation and EASA Form One reporting, modifications, damage appraisals, service bulletins or airworthiness directives, the ACC COLUMBIA – Support team is at your service.

Currently, ACC COLUMBIA - Support is performing an extensive damage assessment on the wing of a Britten-Norman BN-2B-26. The aircraft actually is located in a maintenance facility on the coast of Northern Germany. During an inspection, suspected corrosion was revealed.

In order to check potential corrosion and possible further damages, the 14.92 m long wing was transported to the Wegberg facility by flat-bed vehicle, was carefully unloaded and taken into our workshop.

First, the wing is opened by disassembling all upper skins to allow the necessary damage assessment. The main spar is then subjected to a detailed inspection regarding corrosion and cracks. Due to many take-offs and landings on the coast in connection with island hopping, the main spar is exposed to extraordinary stress, therefore, you will often find delamination on some of the 4 laminated spar caps with a total length of 13.5 m reaching nearly over the whole wing of the BrittenNorman BN-SB-26. Our specialist evaluates which kind of repair is useful, whether a manufacturer structural repair is necessary and economically worthwhile.

In all branches of the ACC COLUMBIA network, the aim is always to perform high quality repair and modification work by highly trained and motivated personnel taking into consideration all safety standards to meet our customers’ demands.

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In case any damages are found, the wing will be repaired in the Wegberg facility. ACC COLUMBIA Support is able to disassemble the wing assy and to change the damaged cap, transfer the rivet pattern from the damaged one to the spare part and reassemble it to the wing. After reinstallation, the wing will again be in an airworthiness condition and the repair will be certified with an EASA Form One.

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