Aviation Heaven Guide - Business Jet - CAMO, Management & More Issue 26 January 2023

THE BUSINESS JET TECHNICAL MANAGEMENT GUIDE

AVIATION HEAVEN CAMO MANAGEMENT & MORE

JANUARY 2023 | ISSUE 26

EXCELLENCE IN THE HEART OF EUROPE. APPROVED EXCELLENCE IN INTERIOR SERVICES

BY AEROVISTO

A NEW ERA ON THE HORIZON: WHAT LEONARDO BRINGS TO THE TABLE IN 2023

BY PRIMUS AERO

JANUARY 2023 | $00.00

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CONTENTS CAMO + MANAGEMENT

8 THE EVOLUTION OF PRIVATE JET INTERIOR DESIGN - PART II Camber Aviation Management

16 BUSINESS AVIATION AUTHORITY

GUIDE: ACCEPTED MAINTENANCE APPROVALS

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A NEW ERA ON THE HORIZON: WHAT LEONARDO BRINGS TO THE TABLE IN 2023 PRIMUS AERO

Aviation Heaven

EDITOR'S NOTE

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This magazine was created to provide valuable content and information to everyone involved in the management of business jets. Technical management of business jets covers a wide area so our focus is to bring our readers great value on topics of important technical aspects.

Feel free to give your comments on any matters.

EXCELLENCE IN THE HEART OF EUROPE. APPROVED EXCELLENCE IN INTERIOR SERVICES

BY AEROVISTO

ANDREAS PAST

PUBLISHER & EDITOR-IN-CHIEF

WWW.AVIATIONHEAVEN.COM

LEVEL 1, BRITANNIA HOUSE, 9 OLD BAKERY STREET VLT1450 VALLETTA, MALTA +49-176-4786-3089 SUPPORT@AVIATIONHEAVEN.COM

OWNED, PUBLISHED BY ANDREAS PAST, AVIATION HEAVEN A TAS – TRUSTWORTHY AVIATION SOLUTIONS LTD. BRAND. REGISTERED ADDRESS: LEVEL 1, BRITANNIA HOUSE, 9 OLD BAKERY STREET, VALLETTA VLT1450, MALTA. 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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Excellence in the heart of Europe.

Approved Excellence in Interior Services As part of the AeroVisto Group, AV / Interior Services knows exactly what business aviation is all about.

That’s why we place great value on quality, punctuality, a solid knowledge base and operational excellence in our interior refurbishment projects. With customers from all over the world, we are always present in international business and handle projects across all borders.

Our customers value first and foremost the high quality standards that we place on ourselves and our offer. As a Swiss company, we always want to offer our customers the highest quality and the best possible experience. Just as customers may expect it from us.

At our locations in St. Gallen, Zurich and Schnaittach (Germany), we offer our customers a wide range of services. Here is an overview:

Design Concepts 2D Rendering 3D Visualisations An individual business jet interior is a long-term investment. With 2D and 3D visualization from our design studio, customers can see in advance what the new interior will look like or how it fits with the existing aircraft cabin.

Find out more about

Supreme upholstery solutions for aircrafts.

As an expert in the field of interior refurbishment, we from AV/Interior Services offer a wide variety of possibilities when it comes to the upholstery of an aircraft seating area and our design package leaves nothing left to be desired.

Find out more about

www.aerovisto.com 4 | Aviation Heaven Guide

AHGUIDE

High performance decor film application With professional film applications, we offer an attractive alternative to the classic veneering and painting of jet interior surfaces that convince with their durability in daily flight operations and the numerous design possibilities offered by these modern materials.

Find out more about

Leather repair and recolouration Tight deadlines and budgets do not always allow the entire leather interior to be completely renewed.

In such cases, leather recoloring is an interesting option. Thanks to our many years of experience, we can implement almost any customer request.

Find out more about

Veneering, Varnishing, Revarnishing Reveneering is more than just exchanging wooden decors with new standard decor and patterns, it is accompanying our customers from the very beginning and executing their ideas to the highest quality.

Find out more about

www.aerovisto.com Aviation Heaven Guide | 5

Individual stitching There are currently 16 Current Stitching Patterns available. All samples here at a glance. But this is only a selection of endless possibilities. Individually and customized we develop a stitching design together with our designers.

Find out more about

Placards & Markings English and European bi-lingual interior placards and markings for all kind of aircraft types – ready for shipment within 1 working day.

Find out more about

Carpet replacement Choose from unlimited carpet designs and materials. Almost every yarn thickness, every surface texture, every pile height, form, pattern and colour can be produced. This flexibility allows for optimum attunement to your interior and means the greatest degree of freedom with respect to design and texture. The carpet will be fitted and installed directly into your aircraft, worldwide.

www.aerovisto.com 6 | Aviation Heaven Guide

Portfolio spotlight:

Stone floors A stone floor in the cabin of your private or business jet? Yes, that's a great idea! Why? Here are three arguments that make the case: First, stone floors are incredibly durable and withstand heavy use's wear and tear.

Second, stone floors are easy to clean and maintain, so you won't have to worry about dirt and stains.

And finally, stone floors add a touch of luxury and sophistication to any space, and your private jet is no exception.

So why not give your cabin a VIP upgrade with a gorgeous stone floor? You and your guests will be delighted!

Are you planning your next refurbishment project?

Then let's talk about it on time. We will be happy to show you your numerous options for stone floors.

Feel free to contact us

+41 71 761 30 08 sales@aerovisto.com www.aerovisto.com Aviation Heaven Guide | 7

The evolution of private jet interior design - Part II Private Jet cabins have come a long way since their inception, with the earliest interior designs being functional and basic almost unrecognisable compared to the luxury and comfort of today’s bizjets.

The 60s and 70s were a pivotal time for private jets with lots of innovation and new models being released, culminating in huge commercial aircraft being converted to carry a small amount of people around in the ultimate luxury, as we covered earlier in part 1 of this series.

Unfortunately, the 1980s did not see this trend continue unabated - it was, instead, a tumultuous time for the industry.

After the financial crash of 1980, the era of excess and luxury that characterized the late 1970's gave way to austerity and practicality. Instead of investing heavily in developing new aircraft models, manufacturers concentrated their efforts on modifying and upgrading existing designs. However, austerity is not for everyone – for those who can afford it, luxury is always in fashion. This meant that across the following two decades there was a huge difference in the lavishness of a private jet interior for those at different levels of society. In the early 80’s, getting a private jet to travel around was a huge investment, which many record companies were unwilling to make without a guarantee of a financial return.

In 1981 Duran Duran, were riding the high of their first breakthrough hits “Planet Earth” and “Girls on Film” and were very definitely a band to watch. But being up-and-coming wasn’t the same as having arrived.

Embarking on their Careless Memories tour, the band members were squeezed into a tiny 5-seater Cessna with barely enough room for an extra guest and their luggage. Nowadays a Cessna is the most popular training aircraft for student pilots due to its reliability and (relatively) low cost, meaning the guys weren’t exactly flying in luxury.

Luckily, as the tour took place in the UK, they didn’t have to stay cramped up in the little propellor plane for long.

However, on the other end of the spectrum in 1983, David Bowie was one of the most famous musicians in the world meaning economy wasn’t a factor when it came to his travel requirements. A much larger concern was getting him to his tour dates on time despite a crippling fear of flying.

In fact, before 1979, Bowie had spent almost a decade travelling to booked gigs without ever stepping onto a jet and would hyperventilate at the thought of flying. Unfortunately, this meant his mode of travelling internationally was by ship, and crossing large areas of land was restricted to train or bus.

This meant his tours were always extended with long periods of inactivity while he travelled between concerts. Bowie began to chafe at the wasted time.

As he told an interviewer in 1983: "I finally said, sod it, I'm gonna lick this. 'Cause it's stupid, not being able to get anywhere.

And so, it worked. It really worked. I've been flying ever since that flight. The fear has come back two or three times on this tour. I don't know why. I've got a great plane, great pilot. I know it's more dangerous to drive a car, but it's still something."

So, with his fear (mostly) conquered, he travelled in style for his Serious Moonlight tour in 1983 on a chartered Jet24 Boeing 707. Having a personal jet meant that Bowie was able to perform in countries that had seemed beyond reach without spending a vast amount of time at sea.

The 707 was a converted commercial jet that could originally accommodate up to 174 passengers. The customised version that Bowie flew on had a capacity of 25, spread across the lounge, dining room and bedrooms.

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Image by Denis O’Regan

The jet was decked out in plush gray seating throughout, from the seats in the dining room above through to the passenger area and even through to the lounge area for relaxing with a guest and a cigarette.

And the luxury didn’t stop at the furnishings – passport control took place on the aircraft, where Bowie and his entourage were handed their hotel keys at the same time. Fame certainly has its perks!

Bowie’s friend Freddie Mercury had a similarly cautious approach to air travel, refusing to fly on a DC-10 in 1979, as described by his assistant Peter Freestone: David Bowie with Shelley Duvall

“There were three of us, Freddie, Paul Prenter and I who boarded the plane for New York. I noticed that the seat configuration in first-class was different to normal but decided to say nothing about it.

The three of us took our seats and Freddie finally voiced the puzzlement I could see on his face.

“What sort of plane is this?” he asked.

I had a rough idea but checked the safety instruction card and found that we were on a DC10.

"DC death more like!” was his reply. It was at a time when there had been two accidents in quick succession involving DC10s.

With that, Freddie picked up his belongings and informed the cabin personnel that he would not be flying with them that day.

With us in tow, he swept off the aircraft and back into the terminal. The flight was delayed for about an hour while our suitcases were located and retrieved. These were then presented to us back in the lounge.

We discovered that the next Boeing 747 was a Pan Am flight fourteen hours later. Due to this, the three of us had to have our cancelled visas voided in order that we should legally remain in the airport. To show the depth of feeling Freddie had for the DC10, he was even prepared to travel tourist class on the later 747 as first and business class were full.”

However, despite his reputation for extravagance and ostentation, Freddie Mercury didn’t always opt for luxury – instead preferring to opt for speed and prestige on one infamous occasion.

For his 35th birthday, Mercury chartered a Concorde to transport his friends from London to New York for an exclusive party.

While not technically a private jet, Concorde was prohibitively expensive for most people to purchase a ticket, chartering the whole aircraft was an extravagance only available to the ultra-wealthy.

Concorde had a reputation for celebrity passengers and well-heeled guests yet, despite its reputation, the interior was extremely spartan, keeping everything pared to its bare minimum.

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In fact, the space allotted to each passenger – despite their status – was approximately the same as a commercial economy-class seat.

However, this didn’t deter Mercury as it allowed him to make the trip from London to New York in 3 hours, allowing more time to party and consume $200,000 worth of champagne.

For the wealthy and famous, privacy and comfort are usually the most important factors to consider when traveling. But for a select few that seek exclusivity and speed, even basic conditions on an aircraft like Concorde can be tolerated. The supersonic airliner was one of the few exceptions to this rule, ushering in a new era of near-instant travel. However, its retirement in 2003 marked the end of an era where jet-setting celebrities could reach their destination faster than anyone else.

Wikimedia commons

Today, although there are still options for those wanting to experience first-class service with all the associated luxuries, it is not often seen as something reserved exclusively for the wealthy elite. Despite this, Concorde remains a symbol of aspiration, offering a glimpse into what once was - and of course - what could've been if supersonic travel had become established enough to offer a private option. Although this might not be the end of the story as there are several designs in work for supersonic aircraft that can also be fitted out as private jets – let’s see what the future brings!

Whereas some public figures enjoyed the prestige and luxury afforded by flying privately, others were more sceptical. In 1986, Warren Buffett – the chairman and CEO of Berkshire Hathaway – was openly critical of companies who bought private jets. But after growing Berkshire’s net worth by $600 million the previous year, he found his time became significantly more valuable and travelling in an air-conditioned bus was no longer feasible.

As a famously frugal person, Buffett initially struggled to justify the expense, asking his friend Walter Scott Jr for advise on the purchase. Scott was reported to have told Buffett “Warren, you don’t justify it. You rationalise it.”

After much deliberation, Buffett spent $850,000 on a pre-owned Falcon 20, and it didn’t take long before he became accustomed to the real benefit of owning a Private Jet. Prestige, status and bragging rights weren’t important to him, instead he was hooked by the sheer comfort and convenience that meant he didn’t have to stop working when travelling. As such, the jet became the ultimate time-saver for someone regularly on the move.

And, once hooked, Buffett found himself investing more into a private jet, upgrading to a brand new model valued at a far pricier US$6.7 million circa 1989, which he nicknamed “The indefensible”. Three years later, he’d openly make fun of his hypocrisy surrounding private jets within an annual letter to Berkshire Hathaway investors: “Those readers with particularly sharp eyes will note that our corporate expense fell from $5.6 million in 1991 to $4.2 million in 1992. Perhaps you will think that I have sold our corporate jet, The Indefensible. Forget it! I find the thought of retiring the plane even more revolting than the thought of retiring the Chairman. In this matter, I've demonstrated uncharacteristic flexibility. For years I argued passionately against corporate jets. But finally, my dogma was run over by my karma.”

In a meeting in 1994, Buffet continued to emphasise how much he enjoyed his jet, changing the nickname from “the Indefensible” to “the Indispensable”.

"I take it to the drugstore at the moment," he said. "It's just a question of when I start sleeping in it at the hangar."

But it wasn’t only Warren Buffett who had a new appreciation for the benefits of flying privately. The early 90s saw a resurgence of interest in private jets as the market began to regain ground amongst the wealthy. The wild stories and decadent excesses of rock stars in the 70s on jets like The Starship became aspirational once more for musicians who identified with the hedonism of artists like Led Zeppelin.

In 1991, Guns n’Roses were incredibly successful after their album Appetite for Destruction had become the USA’s 11th bestselling album ever. So, when planning the Use Your Illusion tour, they chartered a Boeing 727 from MGM Grand Air to travel to concerts.

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Bizarrely, the 727 had been outfitted as a luxury commercial aircraft, intended to provide a maximum of 33 passengers on each flight with the experience of flying privately, for the cost of a first-class ticket - the story of MGM Grand Air is a fascinating one. Needless to say, the venture was ultimately unsuccessful but chartering the aircraft for a smaller number of people provided the perfect tour base for a world-famous band like Guns N’Roses.

Glass partitions engraved with large peacocks bordered a more open seated area with a full bar and space to move around the cabin.

Guns N’Roses bassist Duff McKagan quickly identified his favorite aspect of the tour jet ” The first thing I noticed upon entering the MGM Grand jet was a fully stocked bar that stretched from the door back towards the middle of the plane.”

Decked out in magenta carpets, purple suede and leather seats, the MGM 727 was reminiscent of the earlier Starship – extravagant and colourful.

Stepping onto the jet, one would see a corridor with wood trim and gold curtains on either side, providing some privacy for multiple booths with 4 facing seats in each area, allowing the occupants to chat in comfort.

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While musicians seem to be happy with the more ostentatious side of interior design in jet cabins, some celebrities are real aviation enthusiasts. For them, purchasing and outfitting a private jet is less of a status symbol and more of a passion project.

For John Travolta, his passion for flying began as a young child living near an airport.

He took his first flying lessons at 16 and had bought his first aircraft – an Aircoupe - by the age of 20, being able to pilot it at 23.

Nowadays, he has a fleet of five aircraft and a home with two runways leading up to the house.

Video link: https://www.youtube.com/embed/UddI8Tk9k6M For many years, pride of place belonged to a Boeing 707 that he fell in love with at first sight, later buying the aircraft in 1998.

The jet was the last 707 ever built for Qantas Airways in 1964 – a 707-138B variant with a shorter fuselage than the standard 707100s. The jet was fitted out and used as a commercial jet by Qantas until 1969 where it changed hands multiple times over the following years – including some time with Frank Sinatra - until a lucky chance brought the actor and the 707 together.

In 1996, Travolta was scheduled to fly to Berlin to promote the European launch of his new film “Get Shorty” but when he discovered he was due to fly in and out of Berlin that weekend before needing to work Monday morning, he requested some changes.

He said, “I'm not going to be able to go to Berlin for the weekend and be ready for work on Monday if I don't have a plane that at least has a bedroom.'

"So they found one - they found this plane.

That was the deal, so they rented it for me. I fell in love with it, because on departure I went into the bedroom, I fell asleep and arrived in Berlin so rested it was as though I had never travelled at all."

Travolta immediately knew he wanted the jet but the price was prohibitive at the time.

However, in 1998 it became available again for a lower price and he leapt on the opportunity. "I was told to put a certain kind of offer in and I would get the plane if I did," he said. "and they were right. I did and I never looked back."

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Instead of ostentatious fixtures, the jet was customised for the comfort of his family, with luxurious features including wide leather seats, sofas and rich wood panelling. Other amenities include two private bedrooms, a lounge, a bathroom and a full galley.

The 707 was Travolta’s pride and joy until 2017 when it was donated to the Historical Aircraft Restoration Society (HARS) in Australia. The 707 is now undergoing maintenance and repairs for her flight to New South Wales, where HARS plan to keep her airworthy as a major attraction. After 53 years in service and over 12,000 flight hours logged, the venerable aircraft should soon enjoy a well-deserved retirement, taking a unique place in aviation history.

In our next instalment, we’ll be looking at the private jets of the rich and famous from the 2000’s onward.

*All jet interiors featured in this article are readily available in the public domain with the express knowledge of their owners. The personal security and right-to-privacy of the owner is of paramount importance to Camber Aviation Management.

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

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A new era on the horizon: What Leonardo brings to the table in 2023 The Augusta Westland 609 from Leonardo is the first civilian tiltrotor aircraft to be developed to series production readiness. The flying machine originated as a joint project between Bell and Agusta, with the BA609 becoming the first civil tilt-rotor aircraft to fly in 2003. Bell later withdrew from the project, while Agusta, which has since been renamed Leonardo Helicopters, continued development.

This technology was already introduced three decades ago in the military sector. However, it initially had a lot of teething problems. This is because the transition, meaning the change of the rotors from lift generation to forward flight, is technically and aerodynamically highly complex. In consequence, there were several crashes during the test program. There was also a tragic accident, which ended with the death of two test pilots: one of the prototypes had crashed during high-speed flights. As a result, flight testing had to be suspended for a period of time.

Approval is within reach - and long overdue In the meantime, testing has started again - and the future prospects for this project could not be better. The aircraft could possibly be certified by EASA and the FAA by the end of the year. This is long overdue, as the AW609 has been flight-tested for over ten years. So far, almost 1900 flight hours have been completed in the USA and Italy.

With certification, the AW609 becomes the world's first commercial tilt-rotor aircraft. It is considered one of the most significant technological innovations in the global aviation industry and could pave the way for the large-scale diffusion of the tiltrotor platforms. The Tiltrotor was developed to take advantage of helicopter and fixed-wing aircraft and is not limited by the constraints which affect airplanes: the need for airports and long runways.

The aircraft is equipped with propeller nacelles that can be oriented vertically to fly in helicopter configuration and automatically rotate forward once the right speed is reached to switch to fixed-wing – in only 40 seconds. This conversion process transfers the lift from the rotors to the wing without sudden changes in altitude or flight characteristics, as it takes place within an optimal "conversion corridor" automatically controlled by the on-board computers.

Besides this, the AW609's airframe is entirely constructed of advanced composites with a take-off weight of around eight tonnes. It is powered by two

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Pratt & Whitney PT6C-67A engines, providing the tiltrotor with an airspeed of over 275 knots and an altitude of 25,000 feet. The maximum range is 1,000 nautical miles while carrying up to nine passengers as well as pilot and co-pilot and can be also increased with additional tanks.

An innovative approach to flying could solve existing problems With a point-to-point transfer, traffic jams on the motorway or on the way to the city centre become a thing of the past.

The benefits are particularly evident in remote areas: not only ismobility improved, but access to medical care in general is facilitated or even made possible in the first place.

The Tokyo Metropolitan Government is currently conducting a study on the use of the AW609 in the Ogasawara Islands, which are located about 1,000 km from the mainland and can currently only be reached after a 25-hour ferry ride. The new tiltrotor offers the possibility to improve the efficiency of search and rescue teams and therefore the lives of people in distress in such hard-to-reach areas significantly.

At the same time, the tiltrotor concept has enormous relevance for military operators, especially in the fields of combat search and rescue (CSAR), special operations, amphibious assault, as well as humanitarian and disaster relief. Moreover, the aircraft's special capabilities can also be useful in offshore transport to support the energy supply industry.

The Leonardo AW609 recently reached a new milestone, with the maiden flight of the first production aircraft from the company’s facilities in Philadelphia. The launch customer for the AW609 is Bristow Group. Furthermore, the AW609 user base was further expanded with the addition of an undisclosed long-established European operator of Leonardo’s helicopters who will aim to introduce four tiltrotors to carry out a range of passenger transport missions supporting its point-to-point operations worldwide.

PRIMUS AERO is sure: The AW609 will revolutionise air transport thanks to its rotorcraft-like versatility and airplanelike performance. We look forward to all the new challenges 2023 brings, and we may have to extend our scope of supported aircraft sooner than we think!

Business Aviation Authority Guide: Accepted Maintenance Approvals Accepted Maintenance Approvals: Only EASA Approved Maintenance Organisations Exceptions: One-off Authorisation for AOG issued Approved EASA Part 145 Organisation

by

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Line Maintenance is considered: Troubleshooting Defect Rectification Component Replacement with use of external test equipment if required. Component replacement may include components such as engines and propellers Maintenance that will detect obvious unsatisfactory conditions/discrepancies/malfunctions, but does not require extensive in-depth inspection. It may also include internal structure, systems and powerplant items which are visible through quick opening access panels/doors/ports Base maintenance refers to any maintenance for the aircraft other than line maintenance.

Accepted Maintenance Approvals: Only 2-REG Approved Maintenance Organisations How to obtain a 2-REG Maintenance Approval: 2-REG will validate a Maintenance Organisation approval based on the approval by EASA, an EASA Member Sate, FAA

Accepted Maintenance Approvals: Only Aruba Approved Maintenance Organisations Accepted Maintenance Approvals: The Registry of Aruba will accept applications without an on-site audit from: EASA Part 145 organization, using an EASA Part 145 approval number; and UAE GCAA CAR 145 organization, using a GCAA CAR 145 approval number Singapore CAAS SAR Part 145 organization, using a CAAS SAR Part 145 approval number Hong Kong CAD HKAR-145 Part 145, using a HKAR-145 Part 145 approval number UK CAA Part 145. using a UK CAA Part 145 approval number Other Maintenance Approvals: The DCA of Aruba will require to conduct an on-site audit to an MRO based on the following criteria: MRO’s not holding an approval from the above-mentioned authorities.

MRO’s providing service to an aircraft operating commercially (AUA-OPS1), regardless of holding any of the approvals listed above.

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Accepted Maintenance Approvals: Only BCAA Approved Maintenance Organisations Accepted Maintenance Approvals: The Bermuda Civil Aviation Authority will accept following applications: Acceptance of an approval granted by the FAA, EASA or Transport Canada.

Direct BCAA approval of an organisation that does not hold any maintenance approvals granted by the FAA, EASA or Transport Canada.

Accepted Maintenance Approvals: Any organisation that wishes to maintain a San Marino registered aircraft, and holds an approval granted by the following National Aviation Authorities (NAA), are considered accepted organisations to perform aircraft maintenance within their approved scope of work: EASA Part 145; UAE GCAA CAR 145; Singapore CAAS SAR Part 145; EASA Part M, Subpart F; FAA FAR Part 145; Hong Kong CAD KHAR-145; and Transport Canada Civil Aviation CAR Part V, Subpart 73.

UK CAA Part 145 Any organisation that does not hold a valid approval from a NAA identified in the list above, may be approved upon application, subject to that organisation demonstrating to the satisfaction of the CAA, compliance with the requirement of CAR 145.

Accepted Maintenance Approvals: The Isle of Man Aircraft Registry identifies a generic “Class Validation” status to enable all approved maintenance organisations, stated below, working within the scope of a valid approval, to certify maintenance on Isle of Man registered aircraft.: EASA Part 145; FAA FAR Part 145; UK CAA Part 145 Line Maintenance & Defect Rectification Only can be done either by an IOMAR Validated Engineer or Authorised Individual both within their authorization limitations.

Accepted Maintenance Approvals: Only UKCAA Approved Maintenance Organisations Exceptions: (UK) Part 145 caters for certain maintenance tasks to be carried out by a suitably qualified pilot.

AMC to Part 145.A.30(j)4 lists various items which a qualified pilot may be issued an Authorisation to carry out.

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