Aviation Heaven Guide - Business Jet - CAMO, Management & More Issue 19 June 2022

THE BUSINESS JET TECHNICAL MANAGEMENT GUIDE

AVIATION HEAVEN CAMO MANAGEMENT & MORE

INSIGHT INTO THE MRO INSIDER PLATFORM FOR YOUR FLIGHT DEPARTMENT

BY MRO INSIDER

JUNE 2022 | ISSUE 19

BOMBARDIER GLOBAL 5000 — FACELIFT

BY AEROVISTO JUNE 2022 | $00.00

THE ADVANTAGES OF BUYING A PRE-OWNED JET

BY CAMBER AVIATION MANAGEMENT

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CONTENTS CAMO + MANAGEMENT

10 FINDING NEW WAYS Primus Aero

12 MAINTENANCE TRAINING MADE FOR BUSINESS AVIATION Academy 147

14 THE ADVANTAGES OF

BUYING A PRE-OWNED JET Primus Aero

17 CAMO - USEFUL LINKS Aviation Heaven

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INSIGHT INTO THE MRO INSIDER PLATFORM FOR YOUR FLIGHT DEPARTMENT

BY MROINSIDER

EDITOR'S NOTE

BY AEROVISTO

ANDREAS PAST PUBLISHER & EDITOR-IN-CHIEF

AM WIESENGRUND 8 83626 VALLEY +49-176-4786-3089 SUPPORT@AVIATIONHEAVEN.COM

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OWNED, PUBLISHED BY ANDREAS PAST, AVIATION HEAVEN GMBH, AM WIESENGRUND 8, 83626 VALLEY, 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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BOMBARDIER GLOBAL 5000 — FACELIFT

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.

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Insight into the MRO Insider Platform for your Flight Department One thing is certain in business aviation – flight departments need outside support in a fast, and efficient manner when it comes to locating service providers. MRO Insider was launched in 2016 to provide ease and functionality through an online platform and downloadable mobile app.

Since going live, MRO Insider has added over 2,700 registered tail numbers along with over 400 service provider locations worldwide. The MRO Insider app allows flight departments to push out AOG, scheduled maintenance, FBO, parts, and GSE to service providers; without the need to call and email multiple facilities.

On the AOG, and GSE side, flight departments receive app responses within five minutes, including ETA to the aircraft and the hourly rate for each provider. A standard 300nm radius is used for these requests. For nonapproved vendors, flight departments can quickly download ops specs, drug/alcohol paperwork, approval documents, and more.

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For scheduled maintenance, quotes are sent within a regional area and sorted by the capabilities of each service provider on our platform. I.e., if a flight department requests Gulfstream V maintenance, the request only travels to providers with that capability.

With the FBO quoting capability, requests are sent within 100nm of the destination ICAO code, allowing all participating FBOs to quote fuel, hangar rental, ground transportation, handling fees, and more. The MRO Insider platform strives to provide flight departments with transparent, on-demand pricing for all available services.

More information can be found at www.mroinsider.com. For a demo, please send a message to andy@mroinsider.com or andreas@mroinsider.com.

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Bombardier Global 5000 — FACELIFT complexity meets skills and passion. use case

sales lead

interior design

cooperation

private operations

AeroVisto

Jan Kyzlink and AeroVisto

ACC Columbia Jet Service

This interior project of a Bombardier Global 5000 was a real extraordinary complex and exciting project. It goes far beyond what one would usually expect from a business jet refurbishment. In fact, it is not a refurbishment – it is a true facelift of design language, look and feel of the entire interior. A very special novelty in this project is our cooperation with the architect JAN KYZLINK.

this is not just a refurbishment – this is a facelift!

The symmetrical pattern that runs through the entire interior is one of the central design elements. It can be found on the seating surfaces, on the divan and also on the carpet.

The pattern varies greatly due to the different materials, the different scales and colors, but still results in a very harmonious overall picture. And that is important, because „design must be harmonious, just like beautiful music“.

creating a harmonious overall look.

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What strikes you immediately in this Global 5000 is the completely different ambience when you enter the aft cabin area. Instead of the elegant white and gray, a warm dark blue and golden trim elements are predominant here.

cozy and unofficial – it's time to relax.

This was chosen on purpose by the owner and his architect. Why? Because this is not the business part of the jet. Here is the divan, which should invite you to relax – cozy and unofficial. That’s why it was important to change the design in this room to a real home feeling. This project demanded our expertise on a daily basis. The combination of images, technical drawings, renderings, was the perfect basis for the implementation of the complex vision. Thus, the ideas their interpretation, were precisely coordinated between all those involved in the realization.

design freedom meets expertise.

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To make the cabin’s limited space appear larger overall, Jan and his design team decided to use two interesting details. First, a mirror on the partition wall of the cabin makes the space appear larger. In addition, a special shape was designed for this mirror and the inlay on the opposite partition. The slightly asymmetrical shape deliberately breaks the prevailing curves and lines of the cabin. Together with the color combinations, this creates a more relaxed ambience in the room.

limited space, huge design.

One design element should not go unmentioned: Decor Film Applications in a black carbon look. „Film Applications, as offered by AeroVisto, are a genius product for the interior design of business jets“ says Jan. The carbon optics reflect the technical and modern aspect of an aircraft — after all, we are sitting in a modern, high-tech machine! So for the right balance and harmony, it was decided that the more technical elements of the interior, such as cabinets and drawers, should have this look.

reflecting the technical and modern aspect.

scope of work Seat upholstery with stay clean leather technology, individual stitching pattern Divan upholstery with individual stitching pattern and décor cushions Foam replacement for all cabin seats and divan Windowliner, headliner, valance panel with Ultraleather® Pro Lower sidewall panels upholstery with customized leather with stay clean leather technology Hand tuft VIP cabin carpet with fully customized design made in Switzerland Décor Film Application in black carbon look Surfaces with open-pore wood veneer Reshaped monument design Monument surface redesign in light gray and black super mat finish Customized shape of mirrors and partition inlays Countertop replacement in galley and lavatories Extended cockpit refurbishment Seatbelts re-webbing and replating Replating of all parts Non textile flooring replacement in galley area Curtain production

Get all the facts about this stunig refurbishment projekt at

www.aerovisto.com ... and feel free to contact us

+41 71 761 30 08 info@aerovisto.com

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MAINTENANCE TRAINING MADE FOR BUSINESS AVIATION Who we are

How we do it

Academy 147 is one of the leading Business Aviation maintenance training providers in the world.

We offer the most efficient and cost-effective solution to the business aviation industry, providing our customers customized and tailored programs, to their specific needs. We value the requirements of our customers and balance it with the essential focus on the core aircraft systems.

We are passionate about our commitment to quality, safety and compliance. We have been delivering training programs across the world since 2014.

We are a mobile training school that takes our maintenance training to the customer as our active and experienced technicians deliver their “hands-on” training on-location. Our instructors are committed to carrying out their instruction to the highest standards for optimal client success. Amongst Academy 147’s key differentiating factors are flexibility in scheduling and providing that personal touch to each and every customer.

To date, we have trained thousands of students on various aircraft platforms and are continuing to expand our offerings into the Americas market.

Academy 147 has been providing training in North America since 2018 and has most of it’s courses accepted by the FAA.

With attention to continuous innovation in mobile training, we are continuously evolving to exquisitely meet the needs of our customers, by reaching places that others cannot. Academy 147 is a transparent company and committed to provide a truly personal customer experience, always looking for solutions to satisfy the particular training needs of each client.

Courses Offered FAA Gen Fam - 5 Day training intended to give students an understanding of the aircraft’s main systems, technical documentation and special tooling. Ideal for QA Staff, Sales Staff and Planners.

FAA Line Maintenance - 5 Day intensive training program designed for season technicians that are looking to gain real world practical experience and focus on troubleshooting on the specific aircraft type. This is an ideal training solution for organizations with cost and scheduling limitations since it is condensed.

FAA Maintenance Initial - 10 day training program which covers all of the applicable ATA chapters from a Theoretical perspective. System overview, system components, system operation and system troubleshooting are all stressed during this 10 day program. This comprehensive class is the ideal way to introduce your technicians to new aircraft that they have never worked on before.

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Get in contact with Henry Schofield M: +18188357414 E: h.schofield@academy147.com

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Finding new ways How COVID changed the spare parts business

Over the last two and a half years, the pandemic turned every aspect of our lives upside down, creating many new challenges and opportunities.

One of the most long-lasting effects is, without doubt, the still ongoing disruption of the global supply and demand of production slots that ultimately led to a shortage in production capacity for many components and subcomponents regardless of their complexity, value, or material composition.

Therefore we talked with Matthias Kortschak, the Accountable Manager of PRIMUS AERO, about the changes in the parts business during the past months.

Matthias, since the pandemic is slowly losing its impact on people's lives and restrictions recede around the globe, how much was the parts business affected by that?

Fortunately, our parts business was not severely affected by the consequences of the pandemic.

Although we have faced various ups and downs since March 2020, our services were in high demand, not only in the parts department. For example, caused by a rather immediate effect of the pandemic -travel restrictions- many operators took the opportunity to advance the maintenance of their anyway grounded aircraft. That caused an immediate increase in demand for maintenance services -and therefore also parts. While many businesses or entire industries struggled for weeks with closures, that was indeed not the case for aircraft maintenance providers and their suppliers.

Equally profiting from the situation were shipping companies facing a record high demand due to online shopping.

However, those businesses were unprepared to cope with that massive number of shipments. That ultimately led to longer shipping and lead times, higher shipment costs, and so on.

Although the situation has improved over the last year, it is still not "back to normal”. Especially not on intercontinental shipments as the logistical backbone of many shipping companies was partly eliminated: the available cargo on passenger flights. With the pandemic causing many airlines even to reduce their fleet -including permanently retiring parts of their fleet such as the A380- the worldwide cargo capacity took a deep dive from which it only recovered very slowly. The attempt to use cargo ships and accept significantly longer transit times to deal with the backlog of shipments did not work out well, given the ports' lack of capacity.

On top of that, Brexit forced many suppliers to restructure themselves, especially concerning customs clearance, resulting in many new challenges.

Although we found new ways to get parts from A to B, those new ways might be more expensive than those we could use pre-pandemic.

What are the significant differences now, compared to the situation in, e.g., 2019?

As I already mentioned, to summarize the situation: Higher shipment costs, longer lead times -and what used to be express shipping services are generally non-existing: In 2019, it was an unwritten rule that parts shipments within Europe never took longer than one day, and shipments coming from the US did

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Since you already have a certain standing in the spare parts business and PRIMUS AERO is a well- established company not only in this regard, what do you think are the most critical drivers to become successful in that industry? What helped you in the past to grow?

Nevertheless, we have always found a way to serve our customers in time or close to the desired deadline.

Since it is always an interesting question - have you set a specific goal concerning the spare parts business?

Generally, I don't like the wording "goal" because it seems a bit finite – milestones or steps of development would be a better wording. However, to stick to your language, there are a few goals along our journey to support our customers in more aspects of their business over the next few years.

That is an easy-to-answer question: It is the can-do mentality of everyone working at PRIMUS AERO. The key is the right attitude and mindset to contribute to achieving high targets in time.

To not give away too many secrets, our path remains exciting, and there are many upcoming things and expansions concerning our capabilities. The best would be to keep yourself posted with our social media channels.

Generally speaking, what are your thoughts on the future of spare parts procurement focusing on lead times?

How difficult was it to get a known and trusted provider in this sector?

Since it's currently hard to predict any trends, I think the better approach is to take on challenges as they occur. That way, I spend less time thinking or worrying about the future. You have to accept the situation as it is -and deal with it accordingly. "Adapt, improvise, overcome and improve" is an approach that has helped me a lot in this industry, especially during the last two years. With the number of operators we serve and the different requirements we face, you have to find an acceptable way to fulfill the clients' diverse expectations.

Essentially, it was always achieved by a group, not by the individual. Say it with a well-known marketing slogan: "Impossible is nothing". Indeed you have to bring stamina and the right mindset. Still, you must also learn to accept and deal with customer expectations and the provider's and employees' possibilities while getting things done in time.

Attitude, effort, and some out-of-the-box thinking are the most crucial things an employee has to deliver for the whole team to succeed.

What do you think about the strategy concerning mergers in the aviation industry?

Personally, this strategy of some OEMs is not alarming for now. Of course, they took over some companies a few years ago to tie the customer closer to the manufacturer and keep them within their network. Whether it's about the service centers or the spare parts, they are trying to close the free market slowly and gain control over the aftermarket on their fleets.

In your opinion, what are the biggest issues for the operators right now?

To put it in a nutshell: The parts prices were increasing and have become more volatile. Besides, some OEMs' availability and services became less accessible and more complicated than two years ago.

What would be your wish for the industry as a whole?

Since our most valued "asset" is our employees and our success is directly linked to their well-being and efforts, we try to make their duty as exciting and enjoyable as possible. Of course, this is not always possible, because everybody has better and worse days and the job is not always fun. However, I hope there will be more companies that appreciate the human factor more than they're doing now and are becoming employee-friendlier in the future. Offering a workplace where employees look forward to returning on a Sunday evening rather than cursing the Mondays is underestimated. Customers will always notice our employees' feelings and attitudes towards their job even if you do not directly tell them.

A workplace that creates a positive attitude, a good team spirit, and opportunities to grow and take on new challenges is key to success.

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not take longer than two days – AOG shipments were exceptional cases. Nowadays, it has become the norm that parts will not arrive in that period, making our lives challenging. Additionally, AOG shipments have become more frequent. With fewer parts available and thus higher costs, keeping a stock has become significantly more expensive. For many clients, ordering on short notice became more cost-effective.

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The advantages of buying a pre-owned jet Business aviation is in higher demand today than it’s ever been. The Coronavirus has created challenges for commercial airlines, most notably: point-to-point flights. Nowadays, it’s very difficult to get a flight from your location to your required destination without multiple layovers and the associated transfers and delays. In the current state of affairs private aviation has never been more attractive by offering safety, convenience and efficiency for wealthy individuals. For those who’ve flown privately, it’s a truism to say that once you’ve tasted private aviation, you never want to go back.

Given that it’s unlikely there will be a quick return to the levels of point-to-point travel seen prior to the pandemic any time soon, the market has never been stronger for business jets than it is right now. Unfortunately, this means that a customer placing an order today for a new aircraft will have to wait, in many cases, at least two 2 years before they can begin to fly their new jet.

For Airbus Corporate Jets (ACJ) and Boeing Business Jets (BBJ) the wait is much longer. When you’re buying an aircraft in this range, you buy a “green” aircraft. This isn’t just a metaphorical term, the jet is literally green – the colour of the primer and, not only that, the cabin is completely empty. So it’s up to you as the owner to put together a team of people to design the interior, then have an outfitter put this all together with a myriad of suppliers. On average, an aircraft like this will take about 3 years from signing the purchase agreement to actually taking delivery.

The current lead time to build and deliver a new aircraft is hard to digest for an owner, particularly in this age of instant gratification, where we’re used to buying online and receiving goods a few days later. Waiting 2-3 years for an aircraft would be unacceptable to most, particularly if you need a private jet to travel because of the current problems with commercial flight.

Aside from the lead time, when you buy a new aircraft, a buyer’s choice of layouts, features and finishes is limited to what the manufacturer offers in their portfolio of options. In many cases, wanting a custom layout or a unique feature just isn’t possible. Manufacturers are unable to provide this level of customisation as their production simply isn’t that flexible.

To see what this can mean for you, let’s look at the interior of two large aircraft, on the left is a Bombardier Global 6000 and on the right is a Gulfstream 650ER:

AHGUIDE At first glance, they seem different – an expert eye would be able to identify them. However, the big tell here is the windows: the Gulfstream’s large round windows are unmistakeable. Although, if you remove the windows from the images, the differences become quite superficial:

In fact, it’s really quite difficult to tell without the distinctive windows. This demonstrates that the aircraft themselves - from a floorplan perspective – are often very similar.

From a manufacturer’s outlook, this similarity is useful: OEM’s need to limit options. This makes the product more affordable, while making it easier and quicker to build and therefore maximising profit margins. So, the new owner gets a new plane with an interior selected from an OEM catalogue. This includes the latest technologies, systems and finishes that they’ve chosen from the catalogue with a choice from selected available floorplan offerings.

This is, therefore, why OEM’s prefer not to individualise aircraft beyond the catalogue options. When making these requests, you’ll be listened to attentively, you’ll hear replies like “yes, that’s a wonderful idea” and then you’ll receive an eye-wateringly huge bill for seemingly small changes. This means they don’t have to refuse your requests outright, it just becomes an unjustifiable cost from the buyer’s perspective.

For example, a recent issue came about with a gentleman who was buying a new large-cabin jet and wanted his personal seat to be slightly wider than the standard for comfort. He was told it wouldn’t be a problem, until the cost of installing the custom seat came in at $780,000 – it’s very debatable whether a single chair should cost that much but, regardless, he didn’t go with the purchase.

Even without custom requests, the list price for these types of aircraft: a Global, Gulfstream or a Falcon, range from 50-75 million dollars. Not only that, soon after you sign the purchase agreement, escalation starts. This cost is tied to inflation and, put simply, means that the price of the aircraft goes up if the manufacturer’s costs go up.

This could result in the final price being significantly higher than expected.

To summarise: when buying a new aircraft, the key issues you’ll face as a potential owner are: Cost Limited interior layout options and finishes Waiting time

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Firstly, the most obvious benefit is the reduced cost. A good quality pre-owned business jet can be purchased, reconfigured and refurbished at well under half the price of a new build aircraft, while being ready to fly in a fraction of the time. Much like cars, aircraft depreciate quickly initially but, when you buy a pre-owned jet, the aircraft’s depreciation curve is significantly flattened, which is likely to please your accountant.

However, pre-owned aircraft offer much more potential than this.

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However, all these issues can be alleviated through purchasing a pre-owned aircraft.

AHGUIDE Let us assume that a buyer has retained a professional adviser to identify the best type of aircraft that meets their needs. This will include range and performance, the number of passengers and the expected on-board service. The right aircraft will have an excellent pedigree that means that maintenance is up-to-date, the original outfitting has been done reasonably well, the flight deck is well-equipped and it’s been well cared for.

As such, it has now been selected by the owner, but this is where the opportunity comes into play: A pre-owned aircraft can be reconfigured, updated and refurbished to meet a new owner’s particular needs and expectations, something that the OEM would not do. The level of customisation is entirely up to you – it’s not necessary to make a radical departure from the existing layout. You may even wish to acquire that aircraft and keep the current layout. You may, on the other hand, decide you just want to change the material finishes. However, you may want to have different leathers, or a new carpet, or you’d like different veneers or maybe even a carbon fibre finish. But, there’s also the opportunity to do something different, to completely redesign the interior to your very own requirements and sense of style.

As an example, let’s look at the seating: An OEM will generally maximise the number of seats in several standard configurations – usually offering more than ten 16G TTOL (taxi, take-off and landing) seats in their aircraft, which aren’t necessarily the most comfortable seat for a long journey. So, if most of these aircraft fly with between four and five people on board, shouldn’t the cabin be designed for the real number of passengers that you’re going to be carrying? These compromises shouldn’t be necessary.

People like to move about and stretch, they like to work, to collaborate, dine, relax and sleep. So, instead of putting 16G seats in all the available seating positions, the plan could be opened up a little. With more flexibility, cabins can be designed for comfort and productivity: providing passenger spaces for working, for privacy and to sleep comfortably. As a solution, it’s been well-received: designing the cabin around carrying six people comfortably on a long-range flight. If necessary, the cabin can be laid out to accommodate a few additional people on those rare occasions when an owner simply needs to take a few more people on the trip.

Pre-owned ACJ and BBJ aircraft offer incredible value. These aircraft were designed to fly 120,000+ hours in short haul airline service. They’re designed to be abused and are easily maintained. Maintaining these aircraft is, in fact, significantly less expensive than maintaining a Gulfstream, Global or large-cabin Falcon. A bizliner that has been flown privately for 15 years would have the equivalent of less than 2 years of airline service – it’s still a young airplane. These are perfect aircraft for the owner seeking a spacious cabin that is unique and displays their personality and their needs. There’s room here for a generous lounge, a private bedroom with a real, large bed with an ensuite bathroom and even a shower. Or perhaps a private office that converts into a guest bedroom.

This means that acquiring a pre-owned ACJ or BBJ offers a unique opportunity to fully customize the cabin.

Ideally, an aircraft with good pedigree and a cabin layout that broadly reflects what the owner is seeking is a good starting point. Then, with a professional completion manager and a top designer, the cabin can be designed to exactly meet the owner’s needs – private and professional and wrap that all up in their own sense of style.

To learn more about the benefits of a pre-owned aircraft wait for part 2 of this article series or simply request a personal meeting with us at: solutions@camberaviation.com Author: Tom Chatfield, CEO Camber Aviation Management, www.camberaviation.com / solutions@camberaviation.com

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CAMO - Useful Links The practical guide how to get things done!

Airworthiness Directives EASA - All European Registered Aircrafts and Type Certificate Holder within the EU FAA - All Type Certificate Holder within the United States for example Gulfstream or Textron Canada - All Type Certificate Holder within Canada for example Pratt & Whitney or Bombardier

EASA Type Certificate Data Sheets TCDS

EASA Certification Noise Levels Approved Noise Level

Service Bulletins & Maintenance Manuals

EASA Master Minimum Equipment Lists

Textron - Cessna / Hawker / Beechcraft

Textron - Cessna / Hawker / Beechcraft

Bombardier

Bombardier

Gulfstream

Gulfstream

Dassault

Dassault

Honda Jet

Honda Jet

Pilatus

Pilatus

Rolls-Royce Pratt & Whitney Honeywell 17

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Hartzell

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