SEPTEMBER / OCTOBER 2019
“Women Hold Up Half the Sky” WAI Attracts More Women to BizAv Careers
Paint by N-Number
Preserve and Protect Your Aircraft
WHO’S ONBOARD? HANDLE WITH CARE SUSTAINABILITY: SUBSTANCE OR STYLE? FLYING DOWN TO RIO BIZAV ON DISPLAY IN VEGAS A Business Aviation Media, Inc. Publication
W W W . B I Z AVA D V I S O R . C O M
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F E AT U R E S
“Women Hold Up Half the Sky” 06 WAI Attracts More Women to BizAv Careers
• Volume 6 / I s sue 5
by D R . PEGGY C H ABR IAN
Paint by N-Number 08 Preserve and Protect Your Aircraft
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Who’s Onboard?
by J O E BAR B E R , C A M
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Flying Down to Rio
by PAUL M ALI C K I
Onboarding Your Managed Aircraft
Business Aviation in Brazil
by N ATE K LE N K E
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Sustainability: Substance or Style? Business Aviation Steps Up
Publisher’s Message 05 We Interrupt This Project…
by BA A S TAFF R E P OR T
by G IL WOLIN
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Handle With Care
Importing Aircraft into the U.S.
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Washington Report
by TOB IA S K LE ITM AN
by DAVI D COLLOG AN
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D E PA R T M E N T S
BizAv On Display In Vegas
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Above and Beyond 2019:
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The Information You Need, From Experts You Can Trust
www.bizavadvisor.com/podcast
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PUBLISHER’S MESSAGE ■ PUBLISHER Gil Wolin gwolin@bizavadvisor.com CRE ATIVE DIRECTOR Raymond F. Ringston rringston@bizavadvisor.com MANAGING EDITOR G.R. Shapiro gshapiro@bizavadvisor.com ASSISTANT EDITOR Michael B. Murphy mmurphy@bizavadvisor.com WASHINGTON EDITOR David Collogan dlcollogan@gmail.com CONTRIBUTORS Joe Barber, CAM Clay Lacy Aviation jbarber@claylacy.com Dr. Peggy Chabrian Women in Aviation International pchabrian@wai.org Tobias Kleitman TVPX Group tobias@tvpx.com Nate Klenke Duncan Aviation nate.klenke@duncanaviation.com Paul Malicki Flapper paul.malicki@flyflapper.com BUSINESS MANAGER JoAnn O’Keefe jokeefe@bizavadvisor.com BOARD OF ADVISORS Paul Cardarelli • Larry Flynn Anthony Kioussis • Dick Koenig Joe Moeggenberg • Louis C. Seno Nel Stubbs • Rolland Vincent John (Jack) M. Young BUSINESS AVIATION MEDIA , INC . PO Box 5512 • Wayland, MA 01778 Tel: (800) 655-8496 • Fax: (508) 499-2172 info@bizavadvisor.com • www.bizavadvisor.com Editorial contributions should be addressed to: Business Aviation Advisor, PO Box 5512, Wayland, MA 01778, and must be accompanied by return postage. Publisher assumes no responsibility for safety of artwork, photographs, or manuscripts. Permissions: Material in this publication may not be reproduced, stored in a retrieval system, or transmitted in any form or by any means (electronic, mechanical, photocopying, recording, or otherwise) without the prior written permission of the publisher.
We Interrupt This Project… It was time to renovate, to update, and to complete some overdue home maintenance. The work was well underway. Craftsmen were replacing drywall and flooring in preparation to remodel the house for only the third time in eight decades. And then… the unexpected. The refurb crew uncovered previously hidden construction defects. And with that revelation came the inevitable delays, as their efforts now were redirected toward repairing and restoring, before remodeling. The time to complete the project now had nearly doubled, as did the budget. Preparing for unexpected and unforeseen delays while traveling is much, much easier. When you fly commercially, trip interruption and trip cancellation insurance provides some compensation or reimbursement for the inconvenience caused by extensive maintenance delays, severe weather, terrorist action, or hijacking. Providing trip insurance for business jet travel is even easier. If you own an aircraft, also having a fractional share, charter contract, or jet card provides the necessary back up when your own aircraft is unavailable, whether due to unscheduled maintenance – or to unforeseen delays in scheduled overhauls or refurbishment. You have other options, of course. You may have friends or business associates who let you use their aircraft when yours is down – all you have to do is cover the direct operating costs for the trip. Kind of like borrowing a college roommate’s car for the weekend – all you had to do was fill the tank before returning it. But that option can put your safety – as well as your wallet – at risk. Whenever money changes hands for use of an aircraft and its crew, it’s a commercial flight. That means the aircraft and crew must be on a Federal Aviation Regulation (FAR) Part 135 commercial operating certificate. Otherwise it’s illegal charter, and the FAA and DOT are now actively pursuing – and fining – those who take part in it. Their concern is the margin of safety. For example, pilots flying commercially under Part 135 must attend recurrent training semi-annually, where pilots flying privately under Part 91 need attend only annually. Regarding your wallet? When money changes hands for a flight – even for just the direct operating costs – the 7.5% Federal Excise Tax is due on the charges, just as it is on an airline ticket or a legitimate charter flight. Failure to pay the FET results in fines that can run into seven figures. Business aircraft travel insurance is readily available from professional aviation operators and brokers who comply with the applicable FAA and DOT regulations. I just wish someone would offer “home remodeling interruption” insurance…
The views and opinions expressed in Business Aviation Advisor are those of the authors and advertisers, and do not necessarily reflect the policy or position of Business Aviation Media, Inc. Articles presented in this publication are for general information and educational purposes and do not constitute legal or financial advice. Postmaster: Please send address changes to: Business Aviation Media, Inc., PO Box 5512 • Wayland, MA 01778, USA ©Copyright 2019 by Business Aviation Media, Inc. All rights reserved
Gil Wolin — Publisher gwolin@bizavadvisor.com
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“Women Hold Up Half the Sky” WAI Attracts More Women to BizAv Careers BY DR. PEGGY CHABRIAN Women in Aviation International / pchabrian@wai.org
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orkforce shortages are looming – in the cockpit, and in aircraft maintenance and avionics, manufacturing, and engineering. Several factors are contributing to the difficulty of finding and retaining flight crews, including competition from the airlines, career discouragement, the cost of training, new regulations, and continuing growth in business aviation (See “Sticky Business” BAA May/June, 2019). And hiring your next pilot or technician is not just about numbers. Today’s candidates are less willing to risk their current position to interview for yours. More experienced crew members expect more than just a salary increase – they are concerned about quality of life issues (See “Sudden Dearth” BAA July/August 2018). These factors make it critical for the business aviation industry to motivate more young people to select aviation as a career. Many retiring flight crew members entered the industry by way of the military. The government paid for their training and experience, making the transition to bizav and airline cockpits relatively simple and affordable. That pipeline, while strong, was restricted – not by law, but by tradition and bias. And, as in other conventional male vocations, women were not recruited nor encouraged to pursue a pilot or technical career. Very few did. During WWII, women in aviation were welcomed, based only on a wartime demand for able hands to address a shortage of qualified males. Fortunately, those restrictions have loosened, culturally and generationally, just in time to help address this 21st century 6 B U S I N E S S AV I AT I O N A DV I S O R
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shortage. More women recognize the growing opportunities to pursue aviation careers, at the same time more business aircraft owners recognize the wisdom of not restricting their recruiting efforts to half the population. A woman turning a wrench or a yoke no longer is an anomaly, and may well be the best qualified candidate as your next flight crew member or ground crew chief. Opportunities in the aviation industry, and specifically in business aviation, never have been more robust for the next generation of aviation professionals. But how to find them? Women in Aviation International (WAI) is a nonprofit organization “dedicated to the encouragement and advancement of women in all aviation career fields and interests.” It offers resources such as Jobs Connect and Mentor Connect to assist women of all ages to pursue their aviation dreams. Recently WAI commissioned the “Women in Aviation Workforce Report,” funded by a NASA Nebraska Space Grant. It found that women represent: ■■ Fewer than 10% of many occupations in aviation ■■ Just 5% of total airline pilots, and only 1.5% of airline captains ■■ 2.4% of aviation maintenance workers ■■ Approximately 7.8% of aerospace engineers ■■ And 16.6% of accredited airport managers. As an executive who relies on business aviation for the profitable operation of your company, you recognize that a shortage of trained and dedicated individuals to fly, fix, insure, and buy and sell your company’s aviation assets will have a negative impact on your ability to continue to travel according to your business requirements. And that will have an impact on your bottom line. These data will assist in targeting recruiting and retention efforts to meet your growing staffing needs. w w w. B i z AvA d v i s o r. c o m
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■ FLIGHT OPERATIONS
Women in Aviation International Responds
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For the past 30 years, WAI has been dedicated to providing networking, mentoring, and scholarship opportunities for women and men who are striving for challenging and fulfilling careers in the aviation and aerospace industries. WAI’s nearly 14,000 members include astronauts, pilots (general aviation, airline, business aviation, and military), maintenance technicians, air traffic controllers, business owners, educators, journalists, flight attendants, high school and university students, air show performers, airport managers, and others. A growing network of 130 chapters around the world helps WAI members connect with one another in their local community. Chapter members gather for aviation-related events, support local outreach programs, fundraise, and socialize. Along with WAI’s scholarship program, which has supported 2,000 individuals with $12.5 million since 1996, these efforts are critical for those seeking aviation careers, as the cost to earn a commercial pilot rating required for business turbine aircraft is prohibitive for many. Almost every pilot remembers the first time she or he looked skyward and felt the desire to fly. Now that career is open to women as never before. However, since one’s career path often is set by high school or college, WAI recognizes the importance of reaching girls and introducing them to the variety of aviation careers at an early age. And now is the time to pursue those careers. WAI’s most recent initiative, Girls in Aviation Day, will mark its fifth year on October 5, 2019, and is estimated to reach 25,000 participants at more than 125 events for girls ages 8-17. In just four years, Girls in Aviation Day has expanded from 39 events and approximately 3,800 youngsters to last year’s 101 different events and 15,000 participants. These unique local events, hosted by WAI chapters and corporate members within the U.S. and worldwide, provide an opportunity for attendees to visit airports, museums, FBOs, and other aviation-related venues to see and learn first-hand about all the
opportunities in aviation and aerospace. WAI provides special materials including an annual publication, Aviation for Girls magazine, along with an aviation career brochure. Hands-on activities allow young girls to learn about air traffic control, parts of a plane and helicopter; fly simulators; read a sectional chart; operate drones; and many other related topics. Lacking familiarity or exposure, many girls never considered an aviation career, and the ability to meet role models – actual working pilots and mechanics – is crucial.
What You Can Do
ROLLS -ROYCE PLC
Your future pilots, technicians, avionics designers, aviation insurance agents, and all those who support your corporate flight department just may get their first taste of aviation at a Girls in Aviation Day event. Encourage the girls in your life to find out more at www.wai.org/events/girls-aviation-day-2019. Recognizing the need for corporate support, this year, WAI Corporate members JetLinx and Signature Flight Support have offered their facilities across their worldwide network to support Girls in Aviation Day. Their partnership with WAI will help increase this special outreach event, allowing girls to see how business aviation supports the national transportation system. To learn more about hosting a Girls in Aviation Day event at your corporate location, contact Molly Martin at mmartin@wai.org. WAI also has a free job-posting section on its website for corporate members to use. WAI “Jobs Connect” puts your own corporate aviation positions in front of WAI’s nearly 14,000 members. Make sure that your flight department, management company, or fractional operator is using this tool, to ensure that you have the highest-quality aviation professionals on staff, available when you need to fly. WAI is committed to making sure your corporate flight department is well-staffed now and in the future with dedicated, motivated employees. Visit www.wai.org for more information, including how to become a corporate member. BAA
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DR . PEGGY CHABRIAN , president and founder of Women
in Aviation International, is a 2,200+ hour commercial/instrument multiengine pilot and flight instructor, and has been flying for 30+ years. She’s held several top academic administrative posts.
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■ AIRCRAFT MAINTENANCE
Paint by N-Number Preserve and Protect Your Aircraft BY NATE KLENKE ircraft aren’t painted to make them pretty; they’re painted to protect the structure from failure. Every time you fly your aircraft, it’s exposed to environmental elements that will damage the paint over time. Sun exposure fades paint, wind and sand scratch it, and heat and cold alternately cause the paint to expand and contract – which causes cracking and pitting. Mix in humidity, sea water, air pollution, and ice, and over time, corrosion may start to form, even if only at a microscopic level. On a metal surface, corrosion needs only oxygen and moisture to get started. Although both elements are necessary for life on earth, they can be detrimental to your aircraft. Your aircraft also is continually subjected to the normal stresses of flight, including severe temperature and pressure changes. Every component of an aircraft is affected, and eventually, when coupled with corrosion, the structural integrity of the aircraft can be compromised. What can you do to protect your aircraft? ■■ Inspect your aircraft regularly. As the aircraft ages, the joints become worn, skins stretch, and structural components begin to weaken. Evidence of these changes is not always immediately visible, so a solid maintenance program is a must. ■■ Add a new, high-quality exterior coat of paint as a necessary maintenance event. An exterior paint refurbishment not only increases the value and performance of your aircraft, it also may help prevent future corrosion. Have your aircraft stripped, inspected, and repainted by a reputable aircraft paint facility every five to seven years. As you’re selecting colors and a new stripe scheme, be sure that all door jambs, airstairs, gear, wheels/brakes, fasteners, windows, lenses, seams, and seals are inspected, to determine what might need repair or replacement. This will ensure that you’re comfortable with the steps being taken to evaluate the current condition of your aircraft and its long term care. Rather than scheduling a separate time to take your aircraft out of its flight rotation, consider adding exterior paint refurbishment when your aircraft is already down for major maintenance. ■■ Keep your aircraft in a hangar when it’s not flying to offer some protection and to extend the life of your paint. ■■ As you take delivery of your newly painted aircraft, you or your maintenance supervisor should take time to review the ongoing maintenance items with the paint facility to understand how to keep the exterior paint looking shiny and clean. 8 B U S I N E S S AV I AT I O N A DV I S O R
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At regular inspection intervals, evaluate the paint condition and have the paint touched up when you begin to notice environmental and moisture intrusion areas around rivets, fasteners, seams, or other wear or flex areas of the aircraft. Sealing these cracks and pits will help provide a longer lasting finish and protect the aircraft from the potential progression of the corrosion. ■■ Keep up-to-date. Paint technology has improved and will continue to evolve as new products and processes are developed. Precoat washes and primers provide a majority of the chemistry related to corrosion protection, and proper care of topcoats through regular cleaning and care will also affect the appearance of the exterior paint on your aircraft. Corrosion can form in different places on or inside the aircraft. Regardless of the type or location of the corrosion, it’s important to have a prevention plan in place. While there is no guarantee that painting your aircraft on a regular basis will prevent all corrosion repairs in the future, if you do not do so, you will be faced with corrosion at some point in the life of your aircraft. Many owners paint an aircraft thinking how beautiful the metallic stripes and shiny base colors will look. But paying attention to the condition of the paint can pay far larger long-term dividends on the value and safety of the aircraft. BAA ■■
NATE KLENKE , Duncan Aviation Modifications & Design
Sales Manager, has more than 25 years of knowledge and experience in design, aircraft paint, interior completions and modifications, and fabrication.
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Duncan Aviation / nate.klenke@duncanaviation.com
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■ INDUSTRY UPDATE
Sustainability: Substance or Style? Business Aviation Steps Up his past May, leaders of the business aviation community gathered at Farnborough to discuss pathways to sustainability. Twenty aircraft – including those manufactured by Bombardier (6), Cirrus (1), Dassault Falcon Jet (2), TBM (1), Diamond (1), Embraer (6), Gulfstream (1), Piaggio (1), Textron Citation (1), then flew on to the European Business Aviation Conference and Exposition in Geneva – all using Sustainable Alternative Jet Fuel (SAJF). Although bizav is a frequent media target based on uninformed perceptions, it contributes only about 2% of the world’s global emissions. Still, that number can and should be reduced, said the General Aviation Manufacturers Association and the International Business Aviation Council in 2009, when they set industry targets to improve fuel efficiency and reduce carbon dioxide emissions by half by 2050, with the goal of carbon-neutral growth. Both organizations urge the industry to take action now, as robust growth in bizav traffic is predicted for the near term, due partly to decreased commercial airline passenger comfort and cities served.
What Steps Are Being Taken to Meet This Goal?
Electric Vehicles – There’s been a huge recent upsurge in the development of electric vehicles. Currently, more than 100 electric aircraft are under development, and nearly 20 companies are working on air taxis – making a midtown-to-airport trip quick and inexpensive. (See “eVTOLs Take Off,” BAA July/August 2019). The challenge is to create and safe-proof all parts of the eVTOL system. For the foreseeable future, though, electric vehicles will fly only short distances. Sustainable Alternative Jet Fuel – Also known as Sustainable Aviation Fuel or Biojet Fuel, SAJF can be produced from corn, sugarcane, wood, or cleaned and refined used cooking oil. Each of these can be mixed with traditional fossil fuel at up to a 50% ratio. A common mix is about 30% sustainable and 70% traditional fuel. Any SAJF must meet global production compliance standards to be certain it meets all operational conditions and will not necessitate modifications to the aircraft’s engine, infrastructure, or airframe. However, some challenges remain. The energy industry’s capital and profitability infrastructure is invested in 100% petroleumbased fuel – from exploration to refining, to pipelines and the transportation system. Currently, SAJF’s retail price can be up to four 10 B U S I N E S S AV I AT I O N A DV I S O R
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An Embraer Phenom 100 EV is fueled with sustainable alternative jet fuel (SAJF) at Farnborough Airport in the United Kingdom.
times higher than Jet A. Until user demand pressures producers, distributors, and FBOs to increase output in sufficient volume to reduce production costs and ensure a reasonable ROI – or until regulation mandates SAJF use – the price at the pump remains a significant obstacle. And although SAJF is now standardized and certified for use in all turbine powered aircraft, many owners and their flight department personnel wrongly believe that its use might increase maintenance expenses. Recycling and Upcycling – Not just at the aircraft manufacturing stage, but also in operation and maintenance. The days of one-off aircraft interiors are waning. Eco-friendly materials, fewer interior completion options, and easily accessible and maintainable interior components with longer maintenance intervals make aircraft design and engineering more reliable and sustainable. Trend Toward Shared Aircraft – There’s a generational shift away from independent flight operations and toward aircraft management and shared use models (fractional share and jet card providers). Millennials are less inclined to own and more willing to access business aircraft as needed, even sharing specific flights with others. That likely will reduce the total number of aircraft flying, but will increase the hours flown per aircraft per year, and result in a net increase in the annual total fleet hours. The pillars of sustainability often are expressed as “people, planet, and profits.” Full-scale industry adoption of these steps depends not entirely on technology nor regulations, but on a clear and widespread recognition of the value of sustainability – over profit – to current and future generations of business aircraft users, as well as to the planet. BAA w w w. B i z AvA d v i s o r. c o m
EMBR AER E XECUTIV E JE TS
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BAA STAFF REPORT
■ AIRCRAFT SALES & ACQUISITION
Handle With Care Importing Aircraft into the U.S. BY TOBIAS KLEITMAN ore than 61% of all business turbine aircraft owners and users are U.S.-based, due in large part to the strong demand for secure travel among the more than 4,000 airports without scheduled airline service. Coupled with current low used aircraft inventory levels, your next aircraft likely may be imported from outside the U.S. But unlike traditional types of merchandise that enter U.S. customs territory on trucks or cargo container ships, business aircraft brought to the U.S. in preparation for sale often transport themselves. They are both the merchandise AND the method of transportation. Because of this unique characteristic, when a used aircraft first enters the U.S. for a pre-buy inspection, it must be imported and clear customs as merchandise. This is a very different process from an aircraft entering the U.S. as a vehicle transporting passengers, who must clear customs when they disembark. When merchandise such as an aircraft enters the U.S., the government requires that certain information be accurately reported. Among other information, it wants to know: ■■ Who is the importer of record? This can be the buyer, the seller, a customs broker, or any party with a financial interest in the transaction. ■■ Who is the ultimate consignee? This can be the party in the U.S. that receives the merchandise, such as the buyer. ■■ What is the value of the aircraft, the empty (unladen) weight in kilograms, and the Harmonized Tariff Classification Code (an internationally standardized system of names and numbers to classify traded products)? ■■ What is the country of origin and manufacture, and what is the manufacturer’s ID number? When importing an aircraft, you must fulfill several requirements, including: ■■ A Customs Bond Form 301. All merchandise that comes into the U.S. must come in under a surety bond – an insurance policy that guarantees that U.S. Customs will be paid the duties, taxes, and fees that are owed. ■■ Timely payment of the merchandise processing fees, fees on shipments owed to U.S. Customs, in addition to duties and taxes. ■■ Entry forms, such as Customs Form 3461 (Entry) and Customs Form 7501 (Entry Summary), must be filed, along with any other documents required by the port of entry, such as a pro forma invoice, a bill of sale, airworthiness certificate, and/or eAPIS manifest. 12 B U S I N E S S AV I AT I O N A DV I S O R
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The pre-closing process of a non-U.S. aircraft is fraught with uncertainties, including the fact that there is no guaranty that the sale will be consummated. So it’s understandable why sellers might think it premature to undertake the process of clearing the aircraft through customs when it is brought in for a pre-buy inspection. Even when the terms of the sale are agreed upon, it could take weeks or even months before the closing. Then, when the buyer asks for evidence that the aircraft was properly imported and finds out that it was not, among the potential alternative solutions the parties have are: ■■ The importer can risk paying a hefty penalty for late filing, if found negligent by U.S. Customs & Border Protection, or ■■ The parties can decide to fly out of the U.S. and then fly back in to properly make entry: an expensive and inconvenient way to import an aircraft (this should not be done without consulting a customs attorney). There may be other complicating factors that require direct communications with U.S. Customs, so it’s best to retain a customs attorney to have that conversation on behalf of the importer. With proper pre-planning, you can avoid each of these undesirable scenarios. The best practice is to import the aircraft before it goes to the pre-buy inspection. Then, if the sale doesn’t close, simply export the aircraft back out of the U.S. The entire process can be handled expeditiously by a licensed customs broker. BAA TOBIAS KLEITMAN is the President and Founder of the
TVPX Group of Companies, which provides owner trust services, customs brokerage, aviation insurance brokerage, and DAR support services to the business and commercial aviation industry.
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TVPX Group / tobias@tvpx.com
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I NTRO DU C I NG THE NE W
■ AIRCRAFT MANAGEMENT
Who’s Onboard? Onboarding Your Managed Aircraft
BY JOE BARBER, CAM
ou’ve bought a new aircraft, or are happy with your current one. In considering many factors, including the frequency of your travel, your need for a “turnkey” operation, and maybe your desire for some charter revenue, you’ve decided to enlist the services of a professional aircraft management company. You’ve done your research (See “Choosing a Management Company,” BAA July/August 2015), made your selection, and are ready to sign. Similar to any new service you enlist, there is a start-up phase, referred to as “onboarding.” Onboarding is simply the steps that the company will take to properly prepare itself, the aircraft, and the crew, and to satisfy the FAA and DOT to conduct flight operations in an efficient, cost-effective, safe, and legal manner. The onboarding process begins once your decision is made, even before the contract is signed. It begins with a meeting including you and any of your representatives who will be involved with the aircraft, such as your CFO, executive assistant, or risk manager. The management company team typically includes an onboarding specialist and designated aircraft manager, plus representatives from maintenance, accounting, charter, and human resources. They follow a comprehensive checklist to streamline and expedite the process. Communication is key. The team will meet frequently to review the status of your aircraft transition, and will provide you with weekly updates. Certain basic processes – and regulations – must be covered for every aircraft, in addition to designing others to meet your own specific requirements. The best management companies use a recognized project management system together with a system for continual improvement. Developed by Toyota engineers, Kanban and Kaizen focus on achieving high-quality results. Other companies use the Six Sigma method and its focus on Total Quality Management. The basic organizing principle is to start with the end in mind: “What will a successful aircraft ownership experience look like for you?” and then use “reverse engineering” to get there. In the “honeymoon period,” usually the first six months, there is a high level of activity and some topics will require your input. There are more than 180 tasks required to operate safely and meet your individual requirements, which can be grouped into 65 categories, in three main areas: ■■ Aircraft Management: Flight operations, accounting, vendor negotiations (e.g. fuel discounts), subscriptions, and insurance. ■■ Flight Operations: scheduling (dispatch), ground transportation, record keeping, installation and oversight of a Safety Management 14 B U S I N E S S AV I AT I O N A DV I S O R
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System, crew training and schedules, and issuance of flight manuals. ■■ Maintenance: inspections, repairs, records and manuals, warranties, equipment compliance, training mechanics, and FAA interface. Here are some of the questions you may be asked: ■■ If your aircraft is coming from another management company, would you like to keep the same crew members? For example, if you’re moving to a larger or newer aircraft, is your current crew capable of or interested in operating the replacement aircraft? ■■ If the management company finds that your crew member does not meet the proper operating standards (identified during transition training), how will this be handled? ■■ If the aircraft is on a charter certificate, what are your charter requirements (e.g. annual billable hours/revenue)? Do you want the ability to approve every trip, every time? A good management company will track every opportunity and be able to share how many trips were presented, and how many you accepted or declined with the associated revenue per hour. The onboarding process traditionally takes 60-90 days, but may be extended if the FAA is delayed in conducting your certificate acceptance flight or additional crew training is required. Once complete, you will have one individual assigned to you, often referred to as a “Client Advisor” or “Aircraft Manager” who will serve as your primary point of contact with the management company to ensure that you have a positive experience. BAA JOE BARBER is VP Fleet Development for Clay Lacy Aviation.
An NBAA Certified Aviation Manager, he is a So-Cal Aviation Association Board Member, and is Leadership Committee Co-Chair of the NBAA’s Business Aviation Management Committee.
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Clay Lacy Aviation / jbarber@claylacy.com
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FLIGHT OPERATIONS ■
Flying Down to Rio Business Aviation in Brazil
T
he second largest business aviation market in the world, Brazil boasts a vast aviation infrastructure. What do you need to know, and what advance planning do you need to do, when traveling to and within Brazil? International Airport Arrangements Brazil tends to be bureaucratic and it’s not uncommon for international handling agents to request at least a three-day advance notice to process all necessary permits. Each international airport has a number of FBOs, and a handling fee for a large transcontinental jet, such a G550, can amount to USD 2,000 (per day/handling operation). Brazil’s most popular international airports for business aviation include: São Paulo-Guarulhos, Rio de Janeiro Galeão, Manaus, Salvador, and Fortaleza. Brazil’s largest airport, Guarulhos, has limited slot availability, so book your window well in advance. It’s also the only international airport with a dedicated general aviation terminal, so reach out to FBO operators Jetex Flight Support and Brazilian aviation services partner CFly Aviation, to help ensure a smooth trip. Cabotage Rules Brazilian authorities do not allow foreign aircraft to perform commercial charter flights point-to-point within Brazil, according to cabotage rules under Articles 214-216 of Capital V, Section II of the Brazilian Aeronautical Code. Accordingly, “Domestic charter services are reserved exclusively for Brazilian legal entities.” Flights performed by management companies on behalf of business aircraft owners generally are allowed as long as you can prove a direct relationship with the aircraft operator. It’s recommended that you carry a signed document, on company letterhead, which defines the legality of such an operation. An operator certificate, which carries the name of the passenger (owner), usually is sufficient. w w w. B i z AvA d v i s o r. c o m
Route São Paulo-Guarulhos International Airport to Vila Olimpia Business District São Paulo-Guarulhos International Airport to Paulista District Rio de Janeiro Galeão International Airport to Lagoa Rio de Janero Galeão to Angra dos Reis-Frade Salvador International Airport to Morro de São Paulo
Most Popular Charter Models AS350, Agusta A109, Bell 429, Airbus EC145T2
AS350, Agusta A109, Bell 429
AS350
Since airport rail links do not exist, airport ground transportation in Brazil is limited. Private hire transport constitutes the only reliable (but slow) alternative. The capital cities of Recife, Belo Horizonte, Manaus, and Natal currently do not possess any Part 135 certificated helicopters available for rent. Outside of the big cities, runways at smaller airports tend to be short and are available only to turboprop aircraft. In certain situations, chartering a local King Air, or similar aircraft, might become a necessity. While 2018 was São Paulo’s safest year on record, according to Igarapé Institute, the U.S. State Department’s Travel Advisory suggests that you “exercise increased caution in Brazil,” as “some areas have increased risk.” Read your own country’s travel advisory, and use reasonable security precautions when doing business within and outside metropolitan areas. A huge, underserved capital market and business opportunities await you. BAA PAUL MALICKI is the CEO of Flapper, Brazil’s first on-demand
executive aviation company. Flapper operates crowdsourced flights in the Southeast region, with an additional ten high-season destinations across the country.
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BY PAUL MALICKI Flapper / paul.malicki@flyflapper.com
Since the majority of the charter flights in Brazil originate from within Brazil, cabotage disputes rarely occur. Inspectors at São Paulo-Guarulhos and Rio de Janeiro Galeão Airports generally are more rigorous, so it’s best to confirm all requirements with your FBO provider. Helicopter Airport Transfers With more than 800 active helipads, including more than 40 in the city of São Paulo alone, Brazil is one of the global leaders in heliport infrastructure. São Paulo leads the global rankings of helicopter usage, and boasts a fleet of more than 450 rotorcraft located within its metropolitan area. Since most of the international airports are located far from the business districts, helicopter transfers are the most convenient way for you to reach your final destinations.
■ WASHINGTON REPORT
BizAv On Display In Vegas NBAA’s annual meeting is a fantastic venue to expand your knowledge base and get questions answered BY DAVID COLLOGAN f you’d like a full-immersion overview of what’s available in business aviation in just three days, there is no better place to do so than at the National Business Aviation Association Convention & Exhibition in Las Vegas. This year’s event, from October 22-24, will draw nearly 25,000 attendees and more than 1,000 exhibitors, and will feature more than 100 aircraft you can access and experience for yourself. Every imaginable service and the latest technology will be available for side-by-side comparison. Hundreds of company representatives will be on hand to answer your questions about products, capabilities, availability, and prices. No other aviation gathering provides such a critical mass of key people, the latest products, and a wide range of programs focusing on every facet of business aviation. If you’ve never attended an NBAA convention, this is the year to take the plunge. The show will fill up the entire Las Vegas Convention Center. High-end motor coaches will provide free shuttle service between the indoor exhibits and the outdoor static aircraft display at the Henderson, NV Executive Airport. This year’s lineup will include a number of newly certificated models including the Bombardier Global 7500, Cessna Longitude, Embraer Praetor 600, and Gulfstream 500 and 600. Scores of offerings from other manufacturers run the gamut of price points and capabilities. And if you eventually need a break from eyeballing airplanes… it’s Vegas! There is always something fun to enjoy in this desert destination. Veteran NBAA convention attendees look forward to this annual event because it offers so many networking opportunities. NBAA was founded in 1947 by a small group of companies that had their own flight departments. One of the fledgling association’s primary objectives was setting up an information-pooling network to help its members find solutions for common problems. That knowledge-sharing mindset remains one of NBAA’s core values. In addition to a bustling trade show, NBAA provides more than 50 scheduled education opportunities, so many that some begin October 20, two days before the convention’s “official” grand opening. These include a Small Operators Symposium, a “Get Smart About Artificial Intelligence” presentation, and dozens of maintenance and operations (M&O) sessions. In the latter, representatives of engine and aircraft manufacturers provide the latest technical updates, and frequently engage in lively face-to-face discussions with owners and operators. 18 B U S I N E S S AV I AT I O N A DV I S O R
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If your involvement with business aviation is relatively recent or is entirely as a passenger in a charter or fractional-share aircraft, the NBAA show is a wonderful opportunity to ask questions of people not affiliated with the organizations from which you currently are buying services. How can you tell if the operators you deal with have systems and programs in place to ensure a robust safety culture? If you are flying more than 100 hours per year on business trips in a chartered aircraft, is it time to consider an ownership stake? What would it cost to move up to flying in a larger, faster, longer-range airplane? Can you defray some costs of ownership by putting your airplane on a Part 135 operator’s charter certificate? The show makes it easy to meet NBAA staffers and industry veterans who can help you find answers to all those questions while providing new perspectives on ways to satisfy your travel needs. So much goes on at this convention that it’s wise to prioritize your daily schedule to ensure the best use of your valuable time. The first thing to address is hotel reservations. Las Vegas has thousands of hotel rooms, but many of those rooms are blocked out months in advance by companies bringing large contingents of employees to the show. NBAA uses a third-party housing coordinator to facilitate the reservations process, which can be accessed at www.nbaa.org/2019/housing. Enjoy the show! BAA DAVID COLLOGAN has covered aviation in Washington, DC
for more than four decades. This award-wining journalist is known as one of the most knowledgeable, balanced, wary, and trusted journalists in the aviation community.
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N ATION A L BUSINES S AVIATION AS S O CIATION
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dlcollogan@gmail.com
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