Plane Sense Editorial Features 2012

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Plane Sense on Engines UPGRADES RETROFITS REFURBISHMENTS MRO BUSINESS AIRCRAFT World Aircraft Sales/AvBuyer For advertising contact: Carla@avbuyer.com

March 2012

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Plane Sense on Engines

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Engine Sense: The Best and Worst of Upgrades, Updates and Overhauls

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Budget Impact: Don’t forget Life-Limited Components

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Guaranteed Maintenance Programs: Decreasing surprises, increasing resale value

Engine Sense:

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uccess can be measured in many ways. For some, the measure of success is focused on dollars and cents, if not sense. It’s no secret that savings are often how success is measured in aviation: money and time savings.

Airplanes that are well-maintained and well cared-for last for decades longer than their creators and the airworthiness authorities ever expected.

In fact a sound, old airframe can hold promise of a new life that is as useful and functional as a new airframe thanks to some of the refit programs available today. Modern cockpit equipment can be fitted into the flight decks, updated interiors added to the cabins, and engines can be overhauled or

The Best and Worst of Upgrades, Updates and Overhauls.

by Dave Higdon

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www.AvBuyer.com

Aircraft Index see Page 4

Plane Sense on Engines

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“ If multiple options do exist, the differences between them are worth fully understanding: that understanding could save you money .”

A VALUE SOLUTION SINCE 1945

Advertising Enquiries see Page 8

remain the only option for many older aircraft. In other cases, various options might exist. If multiple options do exist, the differences between them are worth fully understanding: that understanding could save you money.

New FAA legislation finally passed and signed into law in February brings new incentives for owners of some older aircraft to act on getting an upgrade to their older aircraft.

But with little question, to continue the successful use of an older turbine-powered business aircraft engaging one of several successful powerplant-upgrade programs will serve the purpose of making your flight operations more successful, as well. www.AvBuyer.com

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replaced. The good news for many an operator who is happy with their airplane: you no more have to settle for original powerplants.

Just as modern avionics can bring capabilities and efficiencies to the aircraft that were unavailable with the old equipment, for many an older airplane newer engines sometimes wholly different than the originals - offer eligible airframes a new lease of life – and save the owner/operator a significant sum of money in the process, thanks to the higher efficiency and greater reliability of the replacement mills.

Yet an engine-upgrade may not always be the smartest approach for an airplane or situation: First, the original engine model may

Many of the aircraft heralded as pioneers in Corporate Aviation benefited from some of the first conversion work performed on business aircraft: namely the make-over of airplanes that started life serving other purposes (usually military, sometimes commercial).

Entrepreneurs and forward-looking business owners adopted these hardy aircraft and adapted them to serve as corporate aircraft. Even today some operators continue to fly DC-3 and C-47s in business and commercial roles.

Adapting these and other aircraft to a new role mostly focused on refitting their interiors into business-friendly form from their spartan military origins along with some updates to cockpit systems. The engines you had were the engines you got, however.

The decade following the war’s end saw manufacturers begin to answer market demand with purpose-built business aircraft – jets, then turboprops. Not long after the emergence of Lockheed’s four-engine Pratt & Whitney-powered JetStar an engine upstart developed and offered an alternative to the JT12 turbojet – a firm then known as Garrett Turbine Engine Company. Garrett STC’d and sold a few dozen conversion packages by the time Lockheed co-opted the program and cut out the middle man by adapting the same Garrett TFE731-3 on new production.

WORLD AIRCRAFT SALES MAGAZINE – March 2012

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Plane Sense on Engines

operator concludes in favor of an upgrade simply because the old engine design’s needs make it more expensive to overhaul than a new version in the same power range.

Thus, when overhaul costs approach, or exceed the cost of a newer engine, the conversion and installation, all the other factors (climb, range and speed) become the icing on the cake. For less money, you could have more of everything you need from an aircraft powerplant.

For some operators, however, the question of whether to upgrade now has a different set of considerations – as well as a sudden sense of urgency.

CONGRESS SETS A SOUND DEADLINE

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Today many other airframes benefit from these same improvements with new-generation engines available for decades-old airframes.

SUCCESSFUL UPGRADE = ECONOMIC WINNER Despite the above combination of improvements in three distinct cost areas, today the most-frequent rationalization is a fourth aspect that comes from an engine retrofit: overhaul costs versus acquisition costs.

For many of today’s upgrades, the selling point focuses on engine overhaul periods.

Whether it’s the 1,000 hours of decades ago or the 3,500 hours of many modern engines, that overhaul cycle may be planned on and saved for, but it’s generally still a cause for deep consideration of the costs.

After considering the matter, many an www.AvBuyer.com

OVERHAUL ECONOMICS 101 - $K Lest anyone get an incorrect idea, the prospect of upgrading powerplants isn’t limited to jets. Operators of some turboprop models enjoy options too – with all the same gains and benefits of the jet-engine update.

The most-frequent selling point to most upgrade programs centers on the overhaul costs of that old powerplant – versus the cost of a new replacement engine. For example, consider the overhaul costs of some PT6A turboprop engines. For some of the oldest engine models the costs can push $400,000

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Garrett shortly afterward developed another TFE731-3 upgrade package, this one for Hawker Siddeley’s HS-125. As Lockheed did before it, British Aerospace ultimately adapted the TFE731-3 for new production Hawker 700s.

That didn’t happen when Garrett turned its focus to Dassault’s iconic Falcon 20, dominating the market by converting most of the Falcon 20s flying to the new TFE731-5AR. These three conversions all set the mold by which future powerplant retrofits were gauged: they delivered improvements over the engines replaced with higher fuel efficiency, lower maintenance demands, longer life and higher available thrust. The thrust and fuel efficiency gains translated operationally into higher cruise speeds, improved climb rates, longer range and shortened en-route times.

Although few are still flying, enough still exist to make them a focus of congressional regulatory tinkering in the new FAA funding bill passed and signed last month. We refer, of course, to system access for aircraft with powerplants that meet only Stage 1 or Stage 2 noise guidelines.

Last month in the FAA reauthorization bill Congress mandated that all old Stage 1 and Stage 2 jets must meet Stage 3 noiseemission standards by the end of 2015.

This cut-off has been a long time coming, with delays, postponements, debates and more delays long after other parts of the world took the same step. In one rare compromise of this present Congress, the Senate and House conference committee negotiators reached an accord reconciling their different phase-out goals which was, for the House, December 31, 2016 and 2014 for the Senate.

Now, like the early 1980s when a Stage 1 ban on commercial aircraft went into effect, the FAA is indicating that it will resist issuing waivers. “The alternatives have been around for most of these for a long time,” said one agency insider familiar with the past experience.

Thus a small number of operators flying some of Business Aviation’s oldest hardware will need to make a choice: upgrade to a Stage 3 powerplant system (if such an upgrade exists), or upgrade to a compliant aircraft.

Aircraft Index see Page 4

IT WILL BE EXPENSIVE IF THOSE WORKING ON YOUR ENGINE DON’T KNOW

THE DIFFERENCE

What appears the same on the outside isn’t always the case. Only experience allows your MPI shop to tell the difference. Duncan Aviation has been performing Major Periodic Inspections (MPIs) on TFE731 engines for 30+ years.

Reaching max performance is an art mastered by our professionals. Generations of experience has taught us the most reliable and proven techniques to ensure your engine is performing at its best.

Duncan Aviation’s long-standing experience allows us to give customers industry-leading reliability and turntimes. We back our work with a strong reputation and the peace of mind that comes with a Duncan Aviation entry in your log book.

Our wide array of in-house capabilities and continued Tech Rep and in-field Engine Rapid Response Team support will keep you flying. Call the Duncan Aviation engine experts today and let us show you the difference.

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Plane Sense on Engines

replace 1960s-technology powerplants, operators generally enjoy fuel-consumption benefits ranging between 30 percent and 40 percent – as well as improved payloads, lower climb times and higher cruise speeds, thanks to higher residual power at cruise altitudes.

Think about the elements of a successful upgrade and see if you can pick out the down side:

“ What makes it less expensive long-term are ancillary aspects of the upgrade.”

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You can upgrade for less than an overhaul, so that’s not it.

The upgraded engine uses less fuel to produce more power…so that’s not it either.

Cash registers will ring in lower fuel bills the first time you start those new fanjets up – so, the payoff never ends.

The engines make more power at high altitude, which makes you faster… that’s another plus.

You get to those higher altitudes faster, too, with shorter trips resulting – another positive.

There is one downside pending for failure to upgrade a Stage 1 or Stage 2 jet: namely the airspace-system lock-out starting on January 1, 2016.

MATTERS OF FINANCE…

– when for approximately $475,000 options exist that can replace many of those older engines on older-model airframes. Although that’s not cheaper at face value, what makes it less expensive long-term are ancillary aspects of the upgrade: •

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•

Longer inspection and overhaul cycles – both of which reduce hourly costs over the life of the engine; Lower specific fuel consumption; Higher power and, often a lighter installation, resulting in climb and cruise gains, as well as range gains from the speed increase realized; A full, new-engine warranty (something that overhauled engines typically cannot match).

Blackhawk and GE both offer significant packages for certain turboprops. For example, King Airs can be given upgrades by Blackhawk with PT6A powerplants of much newer design than the original equipment models. And GE offers King Air packages built around the Walter engine models it acquired a couple of years ago – and they are cost-competitive if not yet commonplace.

Further, Blackhawk offers upgrades for other airframes built around the same philosophies applied to the King Air packages – among them a performance upgrade for Cessna’s popular Caravan and Conquest propjets, while owners of some Piper prop-

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jets also enjoy options offered by Blackhawk.

Returning to GE, the company tapped Power 90 back in 2009 to serve as the preferred engine conversion for the King Air 90, naming Smyrna Air Center in Tennessee as the designated Walter engine installer for the King Air 90 using the M601E-11A engine.

THE JET SETS Remember the Falcon 20 upgrade mentioned earlier? Premier Aircraft LLC working with today’s version of Garrett - Honeywell offers the Falcon 50 Dash 4 upgrade for the French planemaker’s first triple-engine airframe, the Falcon 50.

When the upgrade decision is made in light of the cost of overhauling or replacing a powerplant with the original model, the costs can be competitive – possibly even lower over the long run.

Several powerplant upgrades exist for older Learjets, Beech Premier IA and Beechjet 400A airframes that offer attractive alternatives to sticking with the old engine, and Cessna’s early model Citations.

In this last case it’s Sierra Industries that pioneered the use of modern Williams International FJ44 engines in place of the original on Citations, and Sierra offers multiple successful packages for Cessna Aircraft’s earliest light jets.

A similar package exists for Learjet Model 25 from Spirit Wing, employing the Williams powerplants. Where modern 1990s-tech FJ44s www.AvBuyer.com

Tax treatment for an engine upgrade can often be depreciated on a shorter schedule than normal; with the help of a credible appraisal, a financing institution can often be shown how the amount sought is collateralized by the improvement itself.

You could set up the payback on an accelerated schedule, plan staged upgrades, and within five years be flying an airplane that, five years prior, had all the appeal of a plane its age but now has the appeal, utility and reliability of something far newer…for far less money.

Working with your accountant, an appraiser and a qualified avionics shop can help you plan around any major maintenance work due - particularly important when applied to something as major as an engine upgrade.

Should Congress act as expected and extend through 2012 the 100-percent “bonus depreciation” that’s been in effect for two years now, an upgrade could be depreciated entirely in the year undertaken – or spread out for broader impact if your accountant prefers.

Using the 100-percent bonus depreciation is not a ‘Fits-All-Situations’ act, accountants caution, and should be weighed on a tax-billby-tax-bill basis. But there can be no question that once that engine upgrade is complete the operator flies an aircraft with lower maintenance costs, better performance, and a higher market value – all at less than the cost of overhauling the old aircraft.

Doesn’t that ring with the sound of success? ■ Aircraft Index see Page 4

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Plane Sense 2_FinanceNov 21/02/2012 12:40 Page 1

Plane Sense on Engines

Don’t Forget Life-Limited Components (And their impact on your maintenance budget). by Steve Watkins WORLD AIRCRAFT SALES MAGAZINE – March 2012

www.AvBuyer.com

Aircraft Index see Page 4

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hen you finally make the move from a reciprocating powered aircraft to a turbine powered aircraft, you are also moving from one type of engine overhaul to another. With reciprocating engines, the overhaul requirements are fairly simple and easy to understand, and just about anyone with a Powerplant Mechanics Certificate can do the job. A turbine powered aircraft overhaul is a little more complex.

You have to take into consideration the most recently performed Mid Point Inspection (MPI) and Overhaul Inspection.

You have to consider the hours that have been flown, or the calendar time elapsed since the last MPI or Overhaul.

Overhauls and MPIs are all determined by hourly or calendar intervals. Some engine manufacturers even like to throw in an extra requirement based on not flying enough hours. All of these items make planning for the next engine inspection an interesting and challenging process.

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Plane Sense on Engines

EN

“When you are planning your Overhaul/MPI inspections, one of the things you have to always consider are the LLC components installed in your engine.”

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Once you have determined when your next MPI or Overhaul is due, you might think you can then sit back and relax from the plethora of mind-numbingly complex considerations that were required in order to make your determination. You’d be mistaken, however…

DON’T FORGET THE LIFE LIMITED COMPONENTS! The engine manufacturers and regulatory agencies around the world decided that there was a need to set additional limits for some of the internal parts on a turbine engine that spin around at thousands of revolutions per minute, and are subject to extreme temperature changes.

I happen to agree with these requirements, and feel they are actually more important than the Mid Point Inspection or Overhaul. These limits are referred to as cycles, and the parts involved are called Life Limited Components (LLCs). These can be everything from a major turbine hub down to a spacer located in the engine.

The Mid Point Inspections and Overhauls as well as the Calendar Inspections can be exceeded by a small amount of hours or days with proper approval from the engine manuwww.AvBuyer.com

facturer and the Regulating Agencies. LLCs, however, cannot exceed their cycle limits and are required to be replaced before this limit is passed.

The Life Limited Components are specified by the manufacturer, and finding the actual document that lists them can be as challenging as identifying the criminal in a ‘who-done-it’ mystery novel. Some manufacturers have the cycle limits spelled out in the Engine Maintenance Manual, others in a Service Bulletin, and still others in some other obscure location.

A cycle in layman’s terms means that you have started the engine, advanced the throttles, and went to a certain temperature before reducing the throttle back to idle and shutting down the engine again.

Maintenance managers need to be sure they understand the description of a cycle for their particular engine model as this can vary not only by manufacturer, but by the specific model. (As an example, the CF34 engine counts a cycle as one start, take off, and landing, but in certain circumstances, you have to add on a partial cycle based on Thrust Reverser usage. Until you have researched your particular engine, you should never automatically assume a cycle is equal to one flight.

It always seems that a Life Limited Component reaches its limitation either before or after the MPI or Overhaul limitation. When you are planning your Overhaul/MPI inspections, one of the things you have to always consider are the LLC components installed in your engine.

It would be nice if you could use a mathematical formula to figure out how many cycles will be used in a given number of hours or days, but I have never had any luck in coming up with this equation, so it ends up being a “calculated guess.” Using this calculated guess, you then must decide whether to replace the LLCs before they reach their life limit, or run them to their life limit and then enter the engine for replacement.

COSTS: NEW OR CONTINUED-TIME REPLACEMENT PARTS? Having a skilled engine program manager to determine the most economical decision with respect to a turbine engine is critical. The decision is not only when to replace an LLC, but which replacement LLCs to purchase.

You have the options of installing a new or continued-time part. Continued-time parts were once installed in another engine and part of the maximum cycles were used, but the component is still usable for the remaining cycles.

The used components usually come at a discounted price, based on the number of cycles that have been used and the number Aircraft Index see Page 4

of cycles still remaining before the life limit is reached.

If a new disc price is $50,000.00 and has a cycle life limit of 5,000 cycles, this new disc will cost $10.00 per cycle. If 2,500 cycles have been used in the previous engine, then the cost of the disc would be based on the 2,500 cycles remaining at $10 per-cycle or $25,000.

These continued time components will usually be discounted below the new component cycle cost and can save you a substantial amount on the replacement cost.

A variable to consider when determining to buy new or continued-time components is the projected number of cycles after your current work is completed until the next time the engine will be torn down to the same point to access this component again. If you can procure a continued time component that has sufficient cycles remaining to reach the next time you have access, this will usually save a substantial amount of cost over buying a new component.

You also need to take into consideration your projected ownership of the engine. If you plan on keeping an aircraft for five years after the LLCs are replaced and you use 150 cycles per year, it does not make much economic sense to install a new LLC that has a

Advertising Enquiries see Page 8

life limit of 5,000 cycles if you can find a continued-time part that will reach the next access period.

All this may sound very complicated and more than you ever wanted to know about turbine engine Life Limited Components but, at JSSI, we deal with it every day and understand how these complex decisions can impact your maintenance budget, as well as the availability of your aircraft.

Steve Watkins is Technical Services Manager, Western Region for Jet Support Services, Inc. (JSSI). Steve has been an A&P mechanic, IA and Private Pilot for over 35 years and was a Designated Mechanics Examiner in Wichita, KS and Long Beach, CA. He has also spent time as Director of Maintenance and Chief Inspector for various FAR 135 and FAR 145 operations, owned his own maintenance shop as well as instructed at an A&P technical school and is an active member of the AMT Society.

Contact Steve at: SWatkins@jetsupport.com ■

www.AvBuyer.com

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“These continued time components will usually be discounted below the new component cycle cost and can save you a substantial amount on the replacement cost.”

WORLD AIRCRAFT SALES MAGAZINE – March 2012

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Plane Sense on Engines

Duncan Aviation technicians close up pylon panels after performing some engine run leak checks at the company's Lincoln, Nebraska, full-service facility.

(Photo courtesy of Duncan Aviation, Inc.)

Guaranteed Maintenance Programs: Decreasing surprises and increasing resale value. by Lori Johnson WORLD AIRCRAFT SALES MAGAZINE – March 2012

www.AvBuyer.com

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ccasionally, financial surprises can be good. Windfalls like selecting a winning combination on a lottery ticket or finding out you are the main beneficiary in a long-lost relative’s will are quite rare. Usually, financial surprises go the other direction, making a red mark in your checkbook and deducting from your bottom line.

When it comes to operating an aircraft during today’s economic times, financial surprises are certainly something most aircraft managers try to avoid. That is likely why guaranteed maintenance programs for Business Aviation aircraft have increased in popularity.

These maintenance programs provide coverage for almost all engines, auxiliary power units (APUs), airframes and even avionics found on most jets, turboprops and helicopters flying today. Offered by original equipment manufacturers (including RollsRoyce’s CorporateCare program) and one major independent company

Aircraft Index see Page 4

Hawker Beechcraft March 21/02/2012 11:17 Page 1

2011 1 BEECHCRAFT KING AIR A 350i

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Plane Sense 3_FinanceNov 21/02/2012 14:15 Page 2

Plane Sense on Engines Tom Kobe, an Engine Line Technician III at Duncan Aviation's Battle Creek, Michigan full-service facility reassembles an engine after a Hot Section Inspection.

(Photo courtesy of Duncan Aviation, Inc.)

(Jet Support Services, Inc.), maintenance programs also affect the resale of an aircraft.

HOW DOES IT WORK?

”The engine program is huge.

It lets you operate like you have zero time on the engines.”

- Fletcher Aldredge, Vref

WORLD AIRCRAFT SALES MAGAZINE – March 2012

www.AvBuyer.com

THE EFFECT ON AIRCRAFT VALUE Those working in the transaction side of Corporate Aviation agree that whether or not an aircraft is on a maintenance program has a direct effect on the value of the aircraft and even the length of time it remains on the market.

Nicholas Cerretani, president of Cerretani Aviation Group, LLC says an engine maintenance program almost always enhances the value of an aircraft in two ways. “First, an engine program has an objective value because it is essentially a pre-payment for scheduled maintenance and overhaul events in the future.

“Secondly, it has a subjective value in that it protects the owner from potentially large expenses related to an unscheduled failure of an engine or engine component.”

Fletcher Aldredge, publisher of Vref, a well-known aircraft price guide, agrees that maintenance programs affect the resale value of an aircraft. “The engine program is huge,” he says. “It lets you operate like you have zero time on the engines.”

To quantify that value, you need to look at what the majority of an aircraft’s make and model fleet has by way of a maintenance plan. Most jets are priced with an engine program, Aldredge says. Typically, Vref and the Aircraft Blue Book valuations include the program in their selling price, subtracting from an aircraft’s value if the engines are not on a program. Most jet aircraft are on an engine program, but it varies by fleet with program participation rates of anywhere from 50-90%. Most aircraft - Aldredge continues - if they have an engine program will

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Aircraft maintenance programs provide maintenance coverage for a fixed price per hour. This helps those managing the various maintenance aspects of an aircraft in setting – and meeting – a maintenance budget. Engine plans are by far the most popular guaranteed maintenance programs available. That is because the cost of engine overhauls or core zone inspections (CZIs) can be staggering, and that doesn’t even include unplanned maintenance events.

Louis C. Seno, Chairman and CEO of Jet Support Services, Inc. (JSSI), explains that engine maintenance costs are generally inexpensive until they are due for “heavy” maintenance or require unscheduled maintenance.

Heavy maintenance can include a hot section inspection (HSI)/major periodic inspection (MPI) or an overhaul/CZI. For a long-range business jet, an engine HSI can easily cost more than $250,000 for each engine while an engine overhaul can easily cost in excess of $500,000 for each engine.

In addition to the scheduled HSI or overhaul, opening an engine for inspection subjects all of the cycle-limited components within the engine, like turbine wheels and blades, to repair or replacement. It is not unheard of to have a final bill increase by two or three hundred percent due to unexpected repairs required for these components.

In addition to paying for the maintenance and inspection expenses, many guaranteed engine maintenance programs are comprehensive, covering things beyond those maintenance events. This can include consumables, recommended and required service bulletins, engine removals and replacements, loaner engine rentals and replacement of lifelimited parts. According to Seno, JSSI even includes engine repairs not directly related to

a Foreign Object Damage (FOD) claim through its insurance, as well as an option to cover expenses for supplemental lift that could be required while an aircraft is down due to engine repair or overhaul.

With a guaranteed maintenance program, the aircraft operator pays a set amount of money. This amount is on a per-hour basis and is determined by contract, depending on the make and model of the aircraft and the type of plan the operator chooses. This money may be put into a trust account so that as engine maintenance expenses occur, the money is drawn out to pay for the expenses. Since the money put into the account is accrued on a per-hour basis, it is much easier to budget for the future than with “pay-as-you-go” engine maintenance.

As engine maintenance programs became more popular, companies began looking at offering the same types of programs for other areas of the aircraft so that today operators can put APUs, airframes, avionics and passenger cabin equipment on guaranteed hourly cost maintenance programs.

Aircraft Index see Page 4

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Plane Sense 3_FinanceNov 21/02/2012 14:16 Page 3

Plane Sense on Engines

Roger Green, an Engine Line Technician III at Duncan Aviation's Battle Creek, Michigan full-service facility reassembles an engine after a Hot Section Inspection.

(Photo courtesy of Duncan Aviation, Inc.)

finance companies like to mitigate their risk when it comes to the value of their secured assets, engine programs are strongly preferred by most lenders,” Cerretani says.

Purchasers need to be aware of that.

Seno adds that experienced lenders understand the value of hourly cost maintenance programs, which assure the lender that the asset is being maintained during the financed term. When the asset is returned to the lender, the money has already been accrued for future maintenance, securing the investment and obviously increasing the resale value. have an APU one too.

Doug Kvassay, an aircraft sales representative for Duncan Aviation agrees. “The engine program is the big one that affects the aircraft’s value. The value is usually equal to the amount paid in. For engines, as you are funding hours used, the value is the same as zero time.”

Cerretani and Kvassay both outline that different maintenance programs affect aircraft value in differing degrees. “The APU maintenance programs work in the same way engine programs do,” Cerretani says. “But since the expenses related to APU maintenance are typically far smaller, these programs have a much smaller effect on the value.”

Kvassay adds that he has recently seen an up-tick in the number of aircraft on APU programs, likely because the expense of APU inspections has increased significantly in recent years and operators are seeing larger out-the-door costs on these units.

Airframe and avionics maintenance programs are less popular, according to Cerretani. “They frequently do not have the ease of transferability as engine programs, so they are not a ‘must-have’ option for any particular fleet. Typically, these programs do not significantly affect the sales price of an aircraft.”

Nevertheless, these plans are gaining traction according to Aldredge, “but the jury is still out. If the aircraft has one it would be a benefit, it’s just harder to quantify.”

from new aircraft buyers to enroll their engines, APU and even airframe at the time of purchase because they see the value,” Seno outlines. “Our programs complement an OEM warranty and our rates reflect the warranty status, so getting an aircraft enrolled early can be advantageous.

“On the pre-owned acquisition side, we make it easy for buyers to enroll without a large buy-in of cash with our Pro-Rata option.

The Pro-Rata option will cover 100% of unscheduled maintenance from time of enrollment, and calculates the cost allocations for inspections and overhauls depending on hours flown before enrollment.”

Seno adds that most aircraft transactions involve a maintenance program in one way or another, including transferring the existing program with the sale of a pre-owned aircraft. “Because we are an independent program provider, we can also offer sellers the option to transfer their existing equity to a different aircraft make/model that they may be purchasing as a replacement.”

Kvassay adds that another maintenance plan of sorts that those in the market for an aircraft might hear about is a Parts Plan.

These plans, like Cessna’s ProParts or Bombardier’s SmartParts, charge hourly rates for coverage for the cost of certain replacement parts an aircraft may require.

“An operator should understand that these programs don’t include the labor rates associated with replacing those parts,” he outlines.

ADDING A PROGRAM AT TIME OF PURCHASE

DO AIRCRAFT FINANCIERS HAVE A PREFERENCE?

If an aircraft is not on a maintenance program at the time of its sale, its new owner can look at enrolling it into a program, Kvassay says.

The cost can be quite expensive, depending on the plan and its features, but it can be well worth it in the marketplace.

“We continue to see increasing interest

Another thing aircraft purchasers might discover is that the financial institutions they wish to use if they finance their aircraft might have some maintenance program requirements of their own.

“Since engines are the single largest variable in the value of an aircraft, and banks and

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www.AvBuyer.com

PEACE OF MIND Just as it is with other forms of insurance, be it life, fire or theft, the main benefit of maintenance programs comes down to peace of mind. Operators can rest easier with the assurance that their budget won’t be blown with a large repair bill, and financial institutions have the assurance that if they get the aircraft back, they won’t be stuck with the cost of engine overhauls or CZIs. In addition to financial peace of mind, some of these programs can provide operators with technical and logistical peace of mind too. One of the selling tools used by maintenance program providers is the support an operator can receive, especially when they are in an Aircraft on Ground (AOG) situation. Most maintenance plans include technical advice and expertise when an aircraft is down and provide operators with muchneeded help to get them back in the air as quickly as possible.

The bottom line on guaranteed maintenance programs is that they assure predictable budgets and peace of mind to the aircraft owner, operator, manager and financier.

Lori Johnson has nearly 20 years of experience in Business Aviation and is currently the Marketing Communications and Programs Manager with Duncan Aviation, the largest family-owned MRO provider in the world. She also works closely with the National Aircraft Resale Association, an organization of turbine aircraft brokers, dealers and support service providers.

Do you have any questions or opinions on the above topic? Get them answered/ published in World Aircraft Sales Magazine. Email feedback to: editorial@avbuyer.com ■ Aircraft Index see Page 4

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World Aircraft Sales/AvBuyer For advertising contact: carla@avbuyer.com

September 2012

UPGRADES RETROFITS REFURBISHMENTS MRO BUSINESS AIRCRAFT

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Next Gen IFEC: Understanding what is on the horizon can help you make the right decisions today.

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Taking Care of Business Aloft: Digital Cabin systems keep us productive and in touch en route.

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Cabin System Considerations: Reducing your maintenance costs

Next Gen IFEC: Understanding what is on the horizon can help you make the right decisions today.

by Brian Wilson

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s a writer you have an ongoing struggle knowing that what you script could be old news by the time it gets published. That being so, can you imagine the challenges bestowed on vendors who first must design; then market, manufacture, and certify a product before it can be introduced and sold to the industry?

With technology moving so fast and oneto-three-years required to beget a product from a conceptual design to the market, obsolescence is like a vulture circling its prey.

And on the flip side of the coin, an operator looking to upgrade their aircraft could easily become entangled in the perpetual waiting cycle of hoping to get the latest technology Aircraft Index see Page 4

Plane Sense on Cabin Avionics

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START WITH THE “C” IN IFEC

Advertising Enquiries see Page 8

Communications (IFEC) market. This will be placed alongside the reasons why the industry has to safeguard itself from the impulse to just “carry on” all their IFE equipment (as in carry aboard an iPad with all the capabilities to provide entertainment and connectivity).

Cabin Electronics is the hottest market for corporate aircraft today and is projected to grow 12% annually through 2020. All eyes are on the consumer. What products are they buying? How are they using these products?

How can the industry implement and certify these products for corporate aircraft?

Unless your aircraft has undergone a cabin retrofit in the last year or two, your IFE system is probably already outdated. www.AvBuyer.com

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and the best value for their investment.

It’s not uncommon for a consumer to purchase the latest smartphone or tablet one day and then replace the unit just months later when the newest version comes to market.

That doesn’t mean that it is practical to upgrade your aircraft every time a new technology comes along, however. Matters are not helped by the fact that the retail products are available today and being used by your passengers, and thus they expect the same functionality onboard your aircraft, though.

So what is one to do? Reading this article is a worthy start. You will be introduced to products and technology currently available along with what the near future holds for the In-Flight Entertainment and

No, I am not trying to have you read and write as the ancient Egyptians (right to left), but Connectivity as I see it is the key bridge to a differentiator in IFE installations, and is thus foremost in the IFEC equation.

Next time you are waiting for a flight, shopping at the mall, or sitting in the park, take a look at the people around you. Many are attached to their Personal Electronic Devices (PEDs) either making a call; texting someone; sending an email; or checking their social network page. The connectivity is either through a GSM/GPRS network or Wi-Fi hotspot.

To deliver the true passenger experience you must deliver the same mundane service we all take for granted on the ground, and reciprocate it at 30,000 feet-plus. Let me caution you to the biggest misnomer in IFEC marketing today: All the adverts, the pictures, the demonstrations at the shows that you’ve doubtless seen - all portraying PEDs interfacing with the aircraft IFE equipment to send texts, watch movies, etc; without the “C”-part (connectivity), you have nothing but a stand-alone PED whose battery will need charging shortly.

Let me introduce you to another “C”word: ‘Certification’. This is also vitally important because all on-board GSM/GPRS networks or Wi-Fi hotspots require a Supplemental Type Certificate (STC). The good news is that connectivity and Wi-Fi STCs are currently approved every month for different airframes around the world, but they do add cost and complexity to the installation.

[Two further simple rules apply to the installation: The faster the speed of the connectivity option, the higher the cost of installation will ultimately be. And some options (HGA and Ku-Band installations, for example) are only available to larger airframes owing to antenna size.]

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ROCKWELL COLLINS’ CABIN REMOTE, BASED AROUND THE iPAD, iPOD OR iPHONE, CONTROLS ROCKWELL’S VENU CMS

THE “E” IN IFEC Entertainment by definition is “to hold the attention with something amusing or diverting.” Whether traveling by airline or corporate jet, the goal is to arrive safely and on time. The differentiator is the travelers’ experience during the flight. Does this need assessing on your aircraft?

For those that have a limited budget, you could look to get a few options that would supplement your existing system to give it a fresh, new look. Obsolete technology can be replaced with the latest functionality, and if planned well could also save you some money and down-time. Option examples include: • VIP Touch screen • High Definition (HD) Monitor • Blu-Ray player • Media center • Audio Video On Demand (AVOD) • iPod Docking station

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tomized to give passengers the same form and function as their own personal devices.

For the most part, aircraft that have been recently purchased or those that have been owned and operated 6-8 years are perfect candidates for an IFEC upgrade that can incorporate elements of, or all of the above.

These aircraft are due a major inspection and/or interior refurbishment. Either way the interior is going to be removed - so to save money and downtime this would also be an appropriate time to perform a complete overhaul of the system.

THE “IF” IN IFEC The I.F. stands for In-Flight. By its definition In-Flight means you cannot simply pull over to the side of the road if an emergency situation presents itself to use your carry-on device! While stating the blazingly obvious, this should also draw your attention to another increasing trend that could have a serious effect on the safety of your aircraft; namely the growing mindset among consumers that certified IFE systems are outdated, and therefore owners and operators look www.AvBuyer.com

to satisfy their passengers with nothing but carry-on devices.

Let me illustrate further with a few unnerving situations the Banyan Quality Assurance (QA) team has found lately: • An electrical outlet connected to a power strip • Extension cords in the cockpit and cabin • Home Entertainment equipment secured

by Velcro • Interface cables in the cockpit attached to the Yoke • Suction cup antennas on the windshield and the glare-shield Do you get the picture? These are accidents (or at the very least incidents) waiting to happen. Products designed for the consumer electronics market should augment the onboard IFE system, not replace it!

Did you know that some PEDs are capable of producing 4-Watts of power? That is why the FAA and regulatory agencies around the world require EMI testing on the aircraft to ensure its operating systems are not effected by the operation of the device.

Monitor installations are certified by

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These are all types of upgrades that can be made during a small inspection or even between scheduled flights. Interior access should be minimal - typically the Blu-Ray player can be mounted in the vicinity of the HD monitor. New HDMI cabling would need to be run between the two units, however.

Based on research there is a definite trend at this time for handheld devices with onboard cabin systems. Vendors have been eager recently to showcase how their customized “applications” would allow tablets and smartphones to control their Cabin Management Systems (CMS). One example was the introduction of Cabin Remote from Rockwell Collins that turns an iPad, iPod or iPhone into a two-way remote that can control content within Rockwell’s new Venue CMS. Offering the ability to control your entire CMS and everything inside it with one simple HD touch screen interface undoubtedly is a very attractive proposition. Imagine your passengers cruising along at 30,000 feet and utilizing their tablets to review email, visit the corporate VPN, browse the web, control the CMS and even change the cabin temperature… And that experience can be enhanced through auxiliary panels outfitted with HDMI and USB inputs that allow you to view and control content from your personal device onto the CMS. Smart TV technology is now integrated into this generation of galley, bulkhead and touchscreen displays, which can control, store and disseminate audio and video content throughout the system and even allow you to interface with your carry-on device.

The intuitive, graphical displays are cus-

Aircraft Index see Page 4

Duncan Aviation Provides Solutions Experts at Duncan Aviation focus on providing the best and most productive cabin avionics solutions for customers, from the latest in entertainment systems to iPad cabin control systems and certified Wi-Fi solutions.

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Structural engineers to ensure the bulkhead can handle the load in case the pilot has a hard landing or enters heavy turbulence.

Proper installation procedures and adherence are there to protect the passengers and crew.

It doesn’t matter that the boss asked for a makeshift installation - it should be your job to illustrate to him why we have IFE equipment that has passed arduous testing to IAW regulatory standards. I’ll bet you wouldn’t let him circumvent installing a Traffic Collision Avoidance System (TCAS) because you can always look out the window! Why let him circumvent IAW-tested IFEC equipment?

years in which applications were introduced that control the functionality of CMS through personal devices - but where do we go from here? How about streaming content from a moving map, Blu-Ray DVD or camera to a tablet or laptop?

The introduction of Digital Living Network Alliance (DLNA) certified products into the next generation of portable devices will revolutionize how these products exchange content. It enables different brands of digital products to interact and share digital content, making it easier to connect and enjoy music, videos and photos.

There are currently more than 230 DLNA

“ 2011 and 2012 will be remembered as the years in which applications were introduced that control the functionality of CMS through personal devices.”

NEXT GEN Leading IFE companies are designing their systems with configurable software to allow for new technology to integrate without the need for hardware upgrades. Designers are not just focused on supporting today’s newest products, but also those that still may be on the drawing boards. The switch to digital technology allows the flexibility to upgrade the system with a simple wiring modification, supported by a software application.

2011 and 2012 will be remembered as the

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Certified brands, and the number continues to grow. Leading IFE companies like Rockwell Collins have DLNA on their whiteboard and on a time-line to introduce it to the aviation industry. DLNA-certified products can connect either through an Ethernet connection or a Wireless Access Point.

Tomorrow’s tablets will not only control the content, but will view the content on board corporate aircraft.

Developments in technology miniaturization allow more speed, features and power into smaller packages - and this is currently www.AvBuyer.com

being introduced into IFE equipment. A good example is the Rockwell Collins’ Airshow moving map whose memory was initially stored on a disc hard drive, followed by a downloadable flash drive. The next generation will have the 3D moving map software embedded into their HD smart displays allowing content to be available to all equipment on the network. Tablets loaded with an Airshow application will receive streaming flight information.

Moving maps continue to evolve into an entertainment option in lieu of their original purpose of displaying the current geographical position of the aircraft. Innovative 3D maps deliver an unparalleled level of graphical realism. Map views that can zoom down to street level detail and provide points of interest both in graphical and text content.

Virtual pilot’s eye view and window view allows you to see virtually what the pilot is seeing and view the terrain out the window even if it’s night time. Graphical designers can take digital photos of your aircraft and create life-like recreations of your aircraft on the moving map.

Meanwhile, the introduction of the digital architecture has made the systems easier and lighter to install. Older analog systems required discrete wiring between all the components within the IFE system. Today, an Ethernet Cat5e cable can distribute 1080p HD video, audio, data, command and control in addition to 28Vdc on one cable. These advancements have lead to approximately 50% less time to install a system, up to 35% reduction in weight and 40% reduction in component count.

Ethernet and Fiber Optic cables are the future to support the growing bandwidth demands of tomorrow’s high-tech devices.

Bottom line: the “IFE” and the “C” combined give you the most features at the best value for your aircraft. The corporate aircraft is a business tool which, when outfitted correctly, can give you a competitive advantage - but who said the passengers can’t have a little fun too? ❯ Brian Wilson oversees all activities related to Banyan Air Services’ avionics department - including sales promotions, aircraft avionics installations, bench and line troubleshooting, engineering and used avionics component sales. His avionics career started 30 years ago, when he joined the U.S. Navy as an Avionics Technician. Wilson has also worked at Midcoast Aviation, Raytheon, Bombardier/Learjet and most recently at Jet Aviation in West Palm Beach where he headed the Avionics, Engineering and Interior departments. He also serves on the Rockwell Collins Dealer Board. He can be reached at 954-232-3606 or email bwilson@banyanair.com ■ Aircraft Index see Page 4

Boutsen April 19/03/2012 16:43 Page 1

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Taking Care Of I Business Aloft Digital Cabin systems keep us productive and in touch en route.

by Dave Higdon

WORLD AIRCRAFT SALES MAGAZINE – April 2012

www.AvBuyer.com

Aircraft Index see Page 4

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n some ways today’s modern business turbine aircraft offer users the same benefits they’ve always provided: fast, direct, secure transportation between points of the user’s choosing. Once-upon a time, however, whatever work passengers needed to address, they brought in their briefcases and attachés. What they left on the ground waited for them to land, locate a land line and call in.

The basic benefits of Business Aviation have never changed; they simply got better.

Today’s modern business-turbine aircraft accomplish the mobility missions more efficiently than ever, not least in terms of the cabin as a workspace.

While pre-1990s the flight phone let people aloft talk to people on the ground, work materials remained limited largely to what came aboard in passengers’ briefcases. Then came the 1990s and the Internet information revolution, along with parallel advances in microelectronics and digital circuitry. By the close of the 20th Century Business Aviation

2010 Embraer Phenom 100 G-RAAL, S/N 50000151, Still Under Factory Warranty, On Embraer’s Airframe EEC Enhanced Program and Pratt’s ESP Gold Engine Program, Garmin GTS-850 TCAS I, ChartView, GWX-68 Radar, 2nd Transponder and DME

2011 Cessna Citation CJ4

Twin Commander 1000

N163M, S/N 525C-0035, 75 Hours Since New, Beautiful Paint and Interior, Collins ProLine 21 Avionics, Second Collins FMS-3000 Flight Management System, WX-1000E Lightning Detection System, XM Radio, HF-9000 HF Provisions

N695CT, S/N 96096, Only 4,601 Airframe and Engine Hours Since New, Dash Ten Engines on Honeywell MSP, Dual Garmin GNS-530W’s, Hartzell Wide Chord Q-Tip Props

2008 Cessna Citation CJ3

Dash Ten Powered Twin Commander 900

N711BE, S/N 525B-0212, Motivated Seller, 575 Hours and One Owner Since New, TAP Elite, Collins TCAS-4000 TCAS II, Collins HF, Honeywell Mark VIII EGPWS, AirCell ST-3100 Iridium Phone and Jeppesen Electronic Charts

N29GD, S/N 15035, Garmin GNS-530W with WAAS, Skywatch Traffic, Wide Chord Q-Tip Props and Keith Freon Air Conditioning

Cessna Citation S/II

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N500ZB, S/N S550-0023, 212 Engine Hours Since Hot Section Inspections and 2,046 Engine Hours Since Overhauls, Freon Air Conditioning, Current Part 135

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should begin with a tick-list assessment of goals needed or just wanted.

Planning the work to coincide with other lengthy projects or downtime offers time and financial efficiencies worth exploiting. And the financial aspects should survive a review by your accounts advisors to assure application of the maximum tax benefits allowed.

Following is a quick, efficient sequence for tackling a cabin-systems upgrade.

1. Decide: Everything begins with the decision to rework the cabin, something feasible even without knowing every thing you want to accomplish. Decide to contract with a consultant, or engage with a shop to help you navigate the processes from initial plan to acceptance flight. And establish a base budget within which you’d like to stay, in concert with your new consultant’s input on what things will cost.

EN

“...advances in Cabin Avionics these past couple of years have meant that if it’s available on the ground, it’s possible to duplicate or mimic in-flight.”

operators were embracing aerial iterations of the same technological and informationsystem revolutions invading the modern ground-based office suite.

And by the dawn of the 21st Century systems existed scaled to fit satellite-based Internet backbones into practically any size of business turbine aircraft. With those systems come literally any function found in a ground-bound office: Global internet access; email and web-surfing; live, remote access to company intranets; printing, fax, wirelessdevice support within the cabin; secure, direct global communications between ground and aircraft – cockpit or cabin; teleconferencing - all have become possible for the business aircraft cabin.

Skype calls or teleconferences, support for iPads and other tablets, Bluetooth connectivity between airborne systems and personal portables - even cordless phone and cell service… advances in Cabin Avionics these past couple of years have meant that if it’s available on the ground, it’s possible to duplicate or mimic in-flight.

STAIR-STEP TO A HIGHER PLANE

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3. Shop around: Assuming you’ve got a list of practical and needed equipment, services and capabilities for your aircraft it is time to get the shops and completion centers to bid for the work package, maybe even coordinating with other needs – upholstery, cabin lighting, airframe major inspection, engine swaps and the like.

Be aware that in some cases the hardware is approved in general terms with a Technical Standards Order (TSO) approval to vouch for its quality standards and capabilities, but installation in specific aircraft may not be covered by existing Supplemental Type Certificates (STC) while others enjoy a broad approval under an STC AML (Approved Model List) that amends the original with approvals for (sometimes) scores of additional airframes.

On occasions, the shop will offer to perform the work in order to earn an STC that they’ll later market; these arrangements can be advantageous to the owner, but not necessarily timely.

Aircraft Index see Page 4

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Advancing to a cabin makeover to begin or expand in-flight capabilities stands with a flight-deck upgrade in many ways. For example, in both instances selecting from among available technologies and vendors

2. Prioritize: Here’s where the consultant or shop customer agent starts earning their keep; by bringing to you the options they know to be available for your aircraft, whether equipping a space devoid of any in-cabin electronics or upgrading from existing systems. There’s no point in pouring over specifications and capabilities for equipment inappropriate for your aircraft. From within the viable systems, you and your ally can begin to build a list of capabilities; those practical and needed versus those merely desirable and wanted in relation to your budget.

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Dassault Falcon 50EX Engines on MSP Gold • Dual FMSs • Dual IRSs • SAT/AFIS Dual HF Comms w/SELCAL • Aircell Axxess EZ 2-Ch Flight Phone

Bombardier Challenger 601-3A Triple VHF Comms • Dual FMSs / IRSs • Dual HF w/ SELCAL Aircell Axxess Iridium SATCOM • CVR / FDR • Stunning Interior

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SHOPPING IDEAS FOR NEW & PRE-OWNED

4. Schedule the work: Bring the checkbook and the checklist, deliver the plane to the selected upgrade vendor, and prepare to stay in touch to monitor progress on your aircraft. If possible, visit the aircraft as it progresses and get your updates in person; you’ll learn a lot about how the airplane works inside the interior panels.

5. Acceptance Flights: Bringing the completed airplane to the point of an all-encompassing delivery flight may involve two, three or more flights with engineers and installers, regulatory authorities, and the owner’s representatives, at which point you should prepare for a full-range, technology-coached, inflight exercise in using all the new systems in as many configurations as possible. Repeat if necessary to become familiar with all the cabin’s capabilities.

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Starting this year Cessna is offering Aircell’s Aviator 300 backbone system as an option on new new Citation XLS+, Sovereign and Citation X aircraft. Thanks to full integration between the Aviator 300 and the Axxess cabin system, passengers and crew will be able to send and receive email (including attachments); surf the Internet; access a corporate Virtual Private Network (VPN); and control their access through their own Wi-Fi enabled laptop and tablet computers, smartphones and crew’s electronic flight bags (EFBs).

Cessna also offers Aircell’s GoGo Biz high-speed Internet backbone in new Citation CJ4s. Through GoGo Biz passengers and flight crews enjoy Internet capabilities in the continental U.S. and portions of Alaska – when above 10,000 msl. Like the Aviator 300 package, GoGo Biz works with passenger and crew Wi-Fi enabled laptops, tablets, smartphones and even EFBs. Gulfstream has also been breaking new ground with systems aboard its landmark G650 and smaller G280, with all the speedy capabilities you could ever expect – in access and entertainment.

Ascend Flight Information Solutions has succeeded Air Routing International after Rockwell Collins’ 2010 acquisition of the Houston-based company and its line of products and services – among them flight planning, cabin and maintenance services, and Collins’ Airshow Network. The company still offers satellite television, tailored moving maps and subscription-services management under the Ascend badge.

For operators with Collins’ first-generation PAVES in-flight entertainment system Rockwell Collins offers its new Digital Media Reproducer, a digital head-end replacement package for videotape-based IFE systems.

Collins has again recognized a significant customer base – in this case about 1,600 firstgeneration PAVES systems flying – and developed for them an upgrade path that delivers plug-and-play speed and convenience for updating the front-end without replacing or upgrading the entire system.

Coming next from the folks in Cedar Rapids, Iowa: a virtual-surround sound upgrade for its second generation dPAVES IFE system. Integrated into Rockwell’s dPAVES high-definition media servers, the virtual-surround sound from SRS WOW HD gives passengers a theater-sound experience that can be tuned to any headset.

Meanwhile, Aircell’s broad product line spans the world of General Aviation, from piston singles to large-cabin jets and beyond, with solutions tailored to each level. Aircell also offers voice-only solutions to Aircraft Index see Page 4

complement its full-spectrum packages. Best of all, most Aircell products are available for retrofit through STCs developed by the company’s dealer network. Among the mostrecent, the Aircell GoGo Biz package in the Hawker 400XP/Beechjet 400A light jet, under an STC developed by Cutter Aviation in Phoenix.

ARINC offers in-cabin Internet service through the same Inmarsat SwiftBroadband network that Aircell employs. This long-time communications vendor is claiming a unique system that supports accelerated data transmission at the same time it supports voice phone calls using VoIP (Voice over Internet Protocol).

If you’ve ever seen a television ad for MagicJack or Vonage phone services, you’ve seen VoIP at work on Earth; with ARINC Direct, the aircraft cabin gets the same clear connection in-flight.

Duncan Aviation offers a variety of solutions under STC, with plenty of help for the customer – starting with its ‘Making Sense of Wi-Fi: An Operator’s Guide to Aircraft Internet Options’. This resource can be found at

Plane Sense on Cabin Avionics

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The control app loads into a CMS interface via a wireless access point to the control network. The app is then tailored to the aircraft to meet the wants and needs of the customer – much like Goodrich’s touch-screen customized control configurations.

InTheAirNet’s ‘a’-series seat display units provide passengers with access to a large seat display for playing their own content from their personal electronic devices (including Androids, iProducts, etc). The passengers enjoy options for playing their own content or for connecting to the Internet on broadband flights. The SDU system’s built-in storage and Android architecture allows programs to be synchronized to an aircraft’s flight stages, as well as edited for specific destinations, without the need for ‘a’ separate server.

www.DuncanAviation.aero/fieldguides.

And Honeywell-owned EMS Technologies Inc. was already known for its satellite communications, robust mobile networking products and sturdy portable computers when the aircraft-systems giant acquired it last year. The same can be said for EMS Aviation and its surveillance, aerial networking and antenna hardware and more.

One of EMS Aviation’s development targets is an Android-based telephone handset for use aboard business aircraft to complement its existing technologies for satellite-based messaging and tracking.

Flight Display Systems, meanwhile, is bringing The Cloud to the sky and is in the process of revolutionizing maintenance, support and repair for cabin electronics with what it calls ‘Cloud CMS Support Software’ to its suite of Cabin Management System products.

In essence the free software for qualifying products allows engineers on the ground to access the aircraft via any PC computer with 3G or Wi-Fi capabilities.

The company also offers an iPad Arm Mount designed to directly replace existing arm mounts installed to hold other monitors eradicating the need to try to balance the iPad while sipping a beverage.

Further, Goodrich Interiors’ Cabin Electronic Systems’ In-Flight Entertainment and Cabin Management Systems now enjoy compatibility with your iPhone, iPad, or iPod Touch, bringing touchscreen control to the aircraft’s entertainment system, environmental controls and lighting through built-in Wi-Fi capabilities.

Advertising Enquiries see Page 8

And the company’s ‘ab’-series brings these features to smaller business jet aircraft (smaller up to the size of a Legacy 650, for example, versus the BBJ-size for which the a-series is designed).

Thus you can see that advances in Cabin Avionics these past couple of years, and ongoing developments have meant that travel in a business aircraft can be as productive and comfortable as time spent in the ground-based office or at home. It’s down to you, the aircraft owner, however, to make sure you are aware of how to maximize the full potential of your specific aircraft for your travel needs. ■ www.AvBuyer.com

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Cabin System W Considerations: Reducing your maintenance costs.

by Steve Watkins WORLD AIRCRAFT SALES MAGAZINE – April 2012

www.AvBuyer.com

Aircraft Index see Page 4

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ith all the innovations available in business jet cabin systems today, it can be difficult to decide what components you really need and what technology your passengers expect. Private aircraft today are truly virtual offices in the sky, and in order to maximize their productivity passengers demand the latest internet, phone and electrical access while they are flying.

The challenge for today’s flight operation is to choose the most efficient and userfriendly systems to install, while keeping within budget. In the meantime, maintenance and service technicians will just have to keep up with technology as best they can.

It is so tempting to be the first customer to have a new system or unit installed with the latest functionality. Launch customers are usually offered great discounts from the component manufacturer or the company that is doing the installation. While this may seem like a good deal at the time and might save you on initial costs, you may have more

Southern Cross April 19/03/2012 17:28 Page 1

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Plane Sense on Cabin Avionics

one with a simple selector switch, with adequate functionality is an important decision.

If you always fly the same people, have the same crew and use the same technicians, they will all learn where the on/off button is no matter what unit you have - but in reality this is rare…

A simple, intuitive selector panel is critical to a good entertainment system and makes changing the display from the Airshow to the DVD player or even turning up the volume an easy task instead of a frustrating one. The bottom line is that an effective cabin avionic system should not only be able to perform a multitude of functions reliably, day-in-day-out, but also be easy to operate.

SAVE YOUR TROUBLE-SHOOTING DOLLARS!

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of a challenge finding knowledgeable and competent support for this new unit.

You will most likely be restricted on the installation location and more importantly have limitations on service and repair facilities that could cost you more in the long run.

COMPONENTS SHOULD BE INTUITIVE In my opinion, one of the biggest challenges with cabin avionics today is to do with the actual operation and functionality of the system. If the owner, passenger, crew or even the maintenance technician cannot figure out which button is the on/off switch, then you are bound to have countless discrepancies and man-hours spent troubleshooting problems that don’t even exist!

There are so many different systems being installed into aircraft, and choosing the right

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When an aircraft first arrives at a maintenance facility, operational checks are performed on just about everything, including the cabin systems. Here’s an example of a possible problem that might arise: Last week, the technician at the maintenance facility may have inspected a selector switch designed and manufactured by the Gold Plated Selector Switch Company, but your unit is manufactured by the Silver Plated Selector Switch Company. These two selector switches may look similar, but operate very differently. The next thing you know, there is a discrepancy; the system is not working.

Following hours of troubleshooting and lots of phone calls, the corrective action is indicated as follows: ‘Unit was checked in accordance with proper operating instructions and no discrepancy was found’, or ‘Unit operated and tested, and the fault could not be duplicated’.

Of course, all of these extra hours of troubleshooting and phone calls will eventually be added to your bill.

It is always a good practice to make sure someone who knows and understands the system and uses it regularly, be the one that actually checks to see if the unit is not working, or coordinates with the maintenance facility to thoroughly explain the discrepancy within the system.

COMPONENT INSTALLATIONS MAY DIFFER BY AIRCRAFT Another important consideration before a system or unit goes into the shop for repair is the availability of necessary documentation to the maintenance facility for reference.

The cabin system you use may be installed in several aircraft, but your aircraft may have a small difference in the installation which requires a special relay that the other aircraft do not have.

This may sound like a minor point that Aircraft Index see Page 4

you assume the facility technicians would be aware of, but such assumptions could cost you extra hours of troubleshooting, the replacement of expensive components, and delay your departure from the shop.

Having electrical drawings and documentation handy that accurately reflect your system’s installation can help you avoid unnecessary expense, delay and unhappy passengers.

is as important as selecting the right system for your aircraft.

Staying within your budget for maintenance and installations is always a challenge, especially in today’s economy, and it is no different with the latest cabin systems. Doing your research to find the right system that is simple and intuitive, and planning ahead for repairs or possible maintenance snags are always the best practices.

Steve Watkins is

PROPER MEL SAVES TIME

Technical Services Manager, Western Region for Jet Support Services, Inc. (JSSI). Steve has been an A&P mechanic, IA and Private Pilot for over 35 years and was a Designated Mechanics Examiner in Wichita, KS and Long Beach, CA. He has also spent time as Director of Maintenance and Chief Inspector for various FAR 135 and FAR 145 operations, owned his own maintenance shop as well as instructed at an A&P technical school and is an active member of the AMT Society.

Contact Steve at: SWatkins@jetsupport.com ■

Whenever there is a problem with a state-ofthe-art cabin avionics component, it’s difficult to make one call and have someone qualified come to the rescue and fix the problem. A competent and knowledgeable person who can assist in the repair of these units can be difficult or impossible to find quickly, and to get them where you need them can be even harder.

Luckily, cabin systems constitute cabin convenience items, and you can fly the aircraft and stay on schedule, even if they are inoperative, provided you have the right MEL (Minimum Equipment List) onboard.

Having a proper and detailed MEL that effectively covers the cabin equipment installation

“Having electrical drawings and documentation handy that accurately reflect your system’s installation can help you avoid unnecessary expense, delay and unhappy passengers.”

Plane Sense on Cabin Avionics

Plane Sense 3 April_FinanceNov 20/03/2012 14:52 Page 3

Find an Aircraft Dealer Business Aviation Whether buying or selling an aircraft our directory can help you find a dedicated sales professional with a global network of relationships and resources to secure you the best deal.

The World’s leading aircraft dealers and brokers - find one today avbuyer.com/dealers Advertising Enquiries see Page 8

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Plane Sense on Paperless Cockpits

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They’re more than weight-savers, EFBs save time.

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The Paperless Cockpit - From a maintenance point of view.

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Top Ten Apps for the Cockpit

The EFB Wait-Loss Program: They’re more than weight-savers EFBs save time.

by Dave Higdon

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ake delivery of a new business aircraft this year and the odds favor that the package includes a couple of bonuses: The unparalleled gratitude of the successful sales team…and an Electronic Flight Bag loaded with the digitized copies of all the salient documents (save for the pieces of hard copy still required - namely the airworthiness certificate and aircraft registration).

Whether your EFB solution meshes with the governing Federal Air Regulations and others depends to some extent on the operational rule under which you generally fly the aircraft. But the increasingly ubiquitous iPad is at the head of the pack when it comes to winning approval for use in operations covered by commercial rules – FAR Aircraft Index see Page 4

Plane Sense on Paperless Cockpits

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Advertising Enquiries see Page 8

THE GOOD, THE BETTER AND THE BAD… The EFB, whether purpose-built, homerolled, or adapted on an iPad, can in one device obviate the need for a portable GPS back-up navigator, an E6B flight computer, and that heavyweight vestige of aviation’s first century: paper manuals, company operational documents, aircraft-specific checklists and that signature accessory of the working aviator: the leather chart case.

Already growing in popularity as a purpose-made system of hardware and software, the advent of these tablet devices and EFB software was driving a fresh new wave of interest before Apple introduced its monumentally successful profit center known as the iPad.

The device and the way Apple works in advance with developers positioned the device to quickly become a pilots’ hottest new gadget. The pilot simply needs to acquire that iPad, buy and load the appropriate software and as quickly as the device loads and launches it becomes an EFB. This fresh wave of iPad appeal washes beyond prior EFB solutions and attracted more pilots than had ever seemed drawn to the purpose-built, factory-created EFBs – even though most of those arrived ready to work, delivering charts, plates and procedures while also providing GPS-driven geo-referencing.

According to officials from Jeppesen, the company’s use of paper in 2010 – the year of the iPad debut – dropped to 1 billion pieces,

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WORLD AIRCRAFT SALES MAGAZINE – June 2012

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121, FAR 125, even FAR 91 Sub-part K for fractional programs.

EFBs deliver benefits on several levels – increasingly important among them is the time saved with the reduced trouble and expedited ability to communicate between manufacturers and operators – a channel dating back decades. But before tackling the changeover, it’s worth assessing operation plans to use an electronic device to its best potential.

There’s no sense reducing one set of problems while increasing another (like running afoul of the FARs or finding oneself aloft, lacking important documents, and wishing you were back on the ground… something the missing documents would help expedite).

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Plane Sense on Paperless Cockpits down 75 percent from the 4 billion being used at the turn of the century. The paper use dropped again in 2011, but not as dramatically. And the company ascribes those two years of paper declines wholly to the embrace of electronic charting – predominantly driven by the iPad. Advantages of the EFB also extend beyond reduction of paper usage. Better managing updates stands as one of the mostnoted appeals. The serious aviator diligently (if not necessarily happily) tracks and files chart, plate and procedure updates as they come in – every 28 days, 13 times a year.

One-click update management is one of the more significant gains of a well-executed EFB – beyond the paper reduction.

FAR 91 FIRST: WHAT IS LEGAL?

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http://rgl.faa.gov/Regulatory_and_Guidance_Library/ rgAdvisoryCircular.nsf/list/AC%209178/$FILE/AC%2091_78.pdf).

Other issues, approvals and classifications are available in AC 120-76a (http://rgl.faa.gov/Regulatory_and_Guidance_Library/ rgAdvisoryCircular.nsf/0/b5de2a1cac2e1f7b86256ced 00786888/$FILE/AC%20120-76A.pdf).

SEPARATE ISSUES: EQUIPMENT & USE The FAA Advisory Circular 120-76a referred to above provides the needed framework for defining and implementing EFB solutions while adhering to the applicable FARs, and is written primarily for aircraft operators flying under Part 121 or Part 135 rules, or anyone else with OpSpecs or MSpecs.

Conversely, AC 120-76a does not directly apply to Part 91 (or Part 91 Sub-Part F) www.AvBuyer.com

“ Advantages of the EFB also extend beyond reduction of paper usage. Better managing updates stands as one of the most-noted appeals.”

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Commercial, whether chartered or scheduled airline, mostly develop and win approval of company Operational Specifications. FAA approval gives an operation’s OpSpec the legal equivalence of the FARs themselves.

Under FAR Part 91 we lack such formalities.

While equally strong company policies may set their own operating limits, under FAR Part 91 we’re free to be as liberal or conservative as we wish. That’s a lot of freedom, comparatively.

The requisite FARs tell us we need to be properly prepared for the trip we plan to take, to be familiar with the route or routes, the arrival airport and salient information on conditions and facilities between here and there. Technically, that means no requirement for charts or plates when flying under Visual Flight Rules (VFR) under Visual Meteorological Conditions (VMC).

Fly under Instrument Flight Rules (IFR) – even if conditions aren’t Instrument

Meteorological Conditions (IMC) – and the charts and plates appropriate for the trip should be at your finger tips, digitally or pulp-based Below 18,000 msl and under VFR rules we need carry nothing in the way of charts and approach plates, but we still need the Pilot Operating Handbook, a valid Weight-andBalance document, and instructional manuals for sundry avionics equipment. To that role under FAR Part 91, we’re free to meet those needs as best we see fit – as long as the need is being met when that rare Ramp Check arrives.

The FAR Part 91 pilot can use an EFB, iPad or otherwise, to provide all the POH, Operating Manuals, Avionics Instructional Manuals, VFR and IFR charts, plates and procedures. In fact, all the basics of EFB use are found in an Advisory Circular, AC 9178b, (which can be viewed at

Aircraft Index see Page 4

Banyan June 21/05/2012 17:39 Page 1

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Plane Sense on Paperless Cockpits

operators, except as a “best practices” document, or when the EFB is used to replace required equipment.

AC 120-76a separates EFB hardware into three Classes and EFB software into three Types; the AC also provides guidelines on maintenance and airworthiness requirements, on human factor considerations, and serves up guidance on the OpSpecs approval process and how it can be applied to the use of EFBs.

EFB HARDWARE CLASSES: •

•

•

Class 1 EFBs – A Portable Electronic Device (PED) that is usually stowed during critical phases of flight. Class 1 EFBs can connect to ship’s power and read-only data sources. Other than power and data connectivity, Class 1 EFBs are not subject to airworthiness requirements such as DO-160E, and can run Type A and Type B applications.

Class 2 EFBs – Still considered a PED, Class 2 have all of the capabilities of a Class 1 EFB, but may be used during critical phases of flight using either an airworthy mounting device or knee board. Like Class 1 EFBs, Class 2 EFBs are typically Commercial Off-the-Shelf (COTS) systems modified for aircraft use or are designed specifically for EFB applications.

Class 3 EFBs – These are essentially avionics systems subject to airworthiness and regulatory requirements such as DO160E hardware requirements and DO178A software requirements. They range from panel mounted Multi-function Displays (MFD) to custom integrated airworthy systems (such as those based on Paperless Cockpit’s FliteServ C3 platform).

• • • •

Require FSDO/PI approval for OpSpecs holders; Require AEG evaluation for OpSpecs holders; Do not require an AIR design approval; Are not subject to RTCA DO-178B software requirements.

Type C Applications: These are avionicsgrade applications subject to airworthiness requirements, including DO-178B Software Assurance, AEG evaluation and AIR design approval.

WORTH THE WEIGHT – AND THE WAIT With the successful testing of them in catastrophic decompression events, the iPad won approval for use in Part 91 Sub-Part K fractional and Part 135 operations, with Part 121 use of Type A applications already available.

The question should be “what does my operation need, and how do I assure the legality?” after which you should ask what’s taking you so long to make the move.

Flight crew, flight department managers and even maintenance crew have found the portable tablet a useful tool. And with cockpit applications expanding to include twoway communications between the iPad and aircraft systems, the utility of what started as an EFB candidate can hardly be considered at its peak.

So for all you Part 91 operators out there who hunger for a way out of paper charts, heavy chart bags and monthly updating chores, your options are available, multiple and - best of all - cheap and legal.

Now…when will you make the switch? ■

“ The question should

be ‘what does my operation need, and how do I assure the legality?’ after which you should ask what’s taking you so long to make the move.”

AC 120-76A APPLICATION TYPES: Type A Applications: Typically pre-composed, static versions of traditionally paper documents. Under AC 120-76a, Type A Applications: • May be hosted on any of the hardware classes; • Require Flight Standards District Office (FSDO)/PI approval for OpSpecs holders (i.e. Part 135, Part 121); • Do not require an AIR design approval; • Are not subject to RTCA DO-178B software requirements.

Type B Applications: Typically interactive applications that allow manipulation of the presentation, such as panning and zooming on a chart. Under AC 120-76a, Type B Applications: • May be hosted on any of the hardware classes;

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Aircraft Index see Page 4

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The Paperless Cockpit (From a maintenance point of view. )

by Steve Watkins

WORLD AIRCRAFT SALES MAGAZINE – June 2012

www.AvBuyer.com

Aircraft Index see Page 4

â–˛

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J

ust a few years ago, anyone could walk through a General Aviation airport FBO lobby and see corporate pilots passing the time as they waited for the return of their passengers with a stack of little brown binders and large piles of papers in front of them. One pile was made up of the sheets that had been ripped out of the binders and the other pile was a pristine, neat, new stack, ready to repopulate the little brown binder. Anyone from the industry knows that these were Jeppesen navigation charts, and the updating process for the pilots was time consuming and never-ending.

Now, with new digital systems, it can all be done by hitting the download button. I just wonder what pilots are doing now to fill their day while sitting in a remote FBO, without any Jeppesen charts to update.

There are several Advisory Circulars issued by the FAA to help explain and provide guidance on the Paperless Cockpit, which is now commonly known as the

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”As a technician planning for a new installation, it is good to start with determining

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what Class (Hardware) and Type (Software) of EFB the operator is buying”

Electronic Flight Bag (EFB).There are three Advisory Circulars (ACs) that I referenced for this article; the AC 20-173, titled Installation of Electronic Flight Bag Components; the AC 91-78, titled Use of Class 2 or Class 3 Electronic Flight Bag (EFB); and the AC 120-76a for Part 91, Guidelines for the Certification, Airworthiness, and Operation Approval of Electronic Flight Bag Computing Devices. I recommend that anyone operating an aircraft with an EFB or planning an installation, should do a full review and understand these ACs and all of the regulatory documentation that is referenced within each.

Due to the various types of EFBs and the different types of operations that use them, I will address the important points contained in AC 20-173 that apply to the Aviation Technicians.

PLANNING FOR A NEW INSTALLATION As a technician planning for a new installation, it is good to start with determining what Class (Hardware) and Type (Software) of EFB the operator is buying. Each Class varies, depending on what part of the Federal Aviation Regulation (FAR) rules the aircraft operates under; Part 91, Part 91 Subpart F, or Part 121, 125, 129 or 135.

Whether it is a new install or an existing EFB that needs to be maintained, someone from the crew and the maintenance provider should review the ACs and FARs to assure that the requirements are being met for both Operations (Pilots) and Airworthiness (Mechanics).

Doing research up front is always a good idea because the “I didn’t know” excuse is not a very good defense if something happens

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associated with the EFB that causes an incident or accident.

Mounting of an EFB Class 1 or Class 2 requires an experienced mechanic and an appropriate repair station. The days of simply sticking the EFB to the yoke of the aircraft with Velcro are long gone. (The Velcro mounting option was never a good idea for many reasons, but especially due to Velcro losing its strength with age. It is almost impossible to determine how many times you could attach and remove it before the EFB unit would fall off into the pilot’s lap during a final approach.)

Mounting any new sophisticated EFB today requires a specific installation plan and design. The EFB cannot obstruct visual or physical access to the aircraft controls and displays, or obstruct flight crew movement or external vision. In today’s modern aircraft this can be a challenge. The mounting also needs to be accessible to the flight crew without impeding the performance of any task. The unit must be easy to lock into position while minimizing the wear and tear of the mechanism.

It’s also important to install a welldesigned mount that meets the requirements and all of the numerous Parts of the FARs that deal with crashworthiness and continued airworthiness.

BASIC ITEMS COMPLIANCE There are basic items that must be complied with whenever the aircraft power and data sources are involved. The required power source cannot affect safe operation when the EFB has a failure and it must meet the electrical requirements of the system and be fault protected.

This power source must also be labeled correctly so that, when an EFB is being used, the person plugging in the EFB can make sure it is properly connected. I would not want to be the one that hooks up an EFB that is supposed to have a 12V input to a 120 volt plug and then have to explain to the boss why his brand new EFB is smoking and somewhat warm to the touch.

Further, don’t forget that in an aircraft, the bundle of tangled wires like the ones behind your work desk, are not allowed, so be sure all cabling is properly secured and out of the way.

Data connectivity and processors also depend on the Class and Type of EFB being used or installed. If it is a read-only access system, the interface must ensure one-way communication of data. The design of the interface connection between the EFB and the aircraft systems must ensure that all vulnerability to computer viruses, worms, unauthorized access and malicious access are prevented.

Aircraft Index see Page 4

Like the interface, the processor must also be partitioned to guarantee that the data flow and resources (memory, hard drive, avionics data, etc.) meet requirements. Display installation must take into account factors like accessibility, glare and reflection. The screen-size should be adequate and able to display a standard instrument approach procedure chart in a format similar to a published paper chart.

No matter what type or class of EFB is installed, a continuous inspection program that details the maintenance, updating and testing of the system is required.

CONTACT THE REGULATORY AGENCY EFB operation and airworthiness regulations and procedures are still being designed, tested and regulated. To avoid spending too much time and money on a system that may not meet the local regulatory agency’s concept of the requirement, it is a good idea to contact them and have them approve it first.

Plan to provide the agency representative with documentation and be ready to explain your paperless cockpit plans. Include the Class and Type, the installation and the ongoing maintenance and training programs. I also recommend having a six-month plan that includes both the paperless EFB and a backup

system to assure that everything can be maintained and updated, even if there is an EFB failure.

As a final thought, it does appear that mechanics today are providing exceptional installation planning and ongoing maintenance for these new EFBs, allowing pilots more free time - perhaps to go play a round of golf - instead of tearing and inserting paper charts into that little brown binder while sitting in the FBO. You’re welcome!

Steve Watkins is Technical Services Manager, Western Region for Jet Support Services, Inc. (JSSI). Steve has been an A&P mechanic, IA and Private Pilot for over 35 years and was a Designated Mechanics Examiner in Wichita, KS and Long Beach, CA. He has also spent time as Director of Maintenance and Chief Inspector for various FAR 135 and FAR 145 operations, owned his own maintenance shop as well as instructed at an A&P technical school and is an active member of the AMT Society.

Contact Steve at: SWatkins@jetsupport.com ■

Plane Sense on Paperless Cockpits

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“To avoid spending too much time and money on a system that may not meet the local regulatory agency’s concept of the requirement, it is a good idea to contact them and have them approve it first.”

Find an Aircraft Dealer Business Aviation Whether buying or selling an aircraft our directory can help you find a dedicated sales professional with a global network of relationships and resources to secure you the best deal.

The World’s leading aircraft dealers and brokers - find one today avbuyer.com/dealers Advertising Enquiries see Page 8

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – June 2012

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Jeppesen’s FliteDeck

A Top Ten Apps For The Cockpit: WORLD AIRCRAFT SALES MAGAZINE – June 2012

www.AvBuyer.com

Aircraft Index see Page 4

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device so popular that it’s moved from cockpits into panels, the iPad serves many masters with a myriad of functions and applications – or “apps” as Apple calls them. Apps have become increasingly popular in aviation. One company, built the Cub-like Zlin Savage iCub aircraft around it (http://icub.aero/?p=21), but most aviation users take their iPad into their cockpits, apps loaded and ready to work in a myriad of ways.

Apps serve as flight planners and record keepers, weather resources and more. Go online to the Apple iTunes store or Google the Internet: aviation apps are a growing segment of the iPad marketplace, and pilots up and down the scale are embracing the touch-screen tablet.

With the standard caveats about not trying to learn to use new tools in the airborne cockpit, following is a run-down of what (by a non-scientific consensus) seems to be the top ten must-have products for the iPad for pilots – all available through Apple’s iTunes store.

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Plane Sense on Paperless Cockpits

zation is needed – as long as the crew adheres to applicable FARs in terms of preparing for a trip. For 135 and 121 – as well as Sub-Part K of 91 for Fractional operations – prospects should consult Jeppesen, as well as referring to FAA Order 8900.1, Advisory Circular AC 120-76a, and other applicable regulations.

The applications themselves are free; Jeppesen prices apply for the document subscriptions. http://ww1.jeppesen.com/aviation/products/mobileflitedeck/index.jsp?kwpgus=&cid=sem90021807

Jeppesen’s FliteDeck

WORLD AIRCRAFT SALES MAGAZINE – June 2012

NUMBER 5: FLIGHT GUIDE iEFB

ForeFlight Weather Update

NUMBER 3: FOREFLIGHT MOBILE, V 4.4 Released just this past April, ForeFlight Mobile is considered by many to be the highvalue player in the field of flight planning and charting. Pilots can personalize or customize charts, plates, flight planning, tap live weather and turn the iPad into a notepad for copying clearances onto the screen – with your finger as the stylus.

Additionally, ForeFlight 4.4’s new Documents view lets you bring your favorite electronic or scanner POHs, manuals and flip charts into the app. Download legends and manuals from the FAA and NAV CANADA catalogs; make your own document binders for fast access in flight; then tap to open your document viewer.

You can try it free for 30 days, and if you like it, you’ll then pay $75 for annual subscription to the basic package, or $150 annually for the pro package.

Charts & Plates (and plenty more) from Flight Guide iEFB gives the iPad pilot georeferenced charts, plates, and procedures with the addition of any iPad compatible GPS accessory or an iPad with GPS integral to the tablet.

The package includes a robust flight planning program, scaleable geo-referenced charts, plates, SIDS, STARS, airport diagrams and even live weather that will continue to update in-flight if you wish.

You may also consider adding a Zaon portable traffic detector and getting a portable, back-up anti-collision system in case the airplane’s installed system fails.

Pricing is simple and affordable, starting at $129 and going to $199 annually for the IFR package, with a year’s worth of updates in the second data plan. http://www.flightguide.com/flight_guide_iefb.html

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The pro-pilot dual companions, the Federal Air Regulations (FAR) and Aviator’s Information Manual (AIM) have long been among the banes of cost-conscious aviators because of the ongoing changes that inevitably occur between printings.

From the Apps4Pilots site the PilotFAR/AIM app (By CoDeveloper LLC) makes the benefits of electronic documents stand out in stark beauty. Download now and update as often as you want.

You can find this app free at the Apple iTunes store and be comfortable knowing that updates are a few touch-drag-and-taps away, so that no aviator should ever worry whether the paperbacks in the flight bag are badly out of date – or even only mildly out of date. http://itunes.apple.com/app/ pilotfar-aim/id349193960?mt=8

NUMBERS 1 & 2: JEPPESEN MOBILE FLITEDECK & FLITEDECK PRO Subscribe to one of Jeppesen’s many electronic charting options and get free access to the corresponding app. For Mobile FliteDeck customers such as General and Business Aviation operators, that means JeppView 3, Express JeppView, JeppView MFD or NavSuite chart subscription; all make the subscriber eligible to download the app.

For free access to FliteDeck Pro the subscriber must have a tailored charting data subscription. Both applications will have the following features/functionality: • Data-driven and interactive en route display; • Display of your aircraft position on the en route display and airport diagrams; • Standard or Tailored Airway Manual text; • Arrival, departure and approach procedures including Chart Change Notices; • Chart Change Notices (terminal and en route); • Full-color, high-quality, vector-based data with crisp, clear detail and zoom capabilities; • Routing building.

Additionally, the Windows platform will support Airport Moving Map, documents, Customer Inserted Content and the Software Development Kit. (The iOS platform will support Airport Moving Map and documents later in 2012.)

FliteDeck Pro is aimed primarily at commercial operators and their use, while Mobile FliteDeck commands a major presence among Business and General Aviation operators and pilots.

For FAR 91 operations, no special authori-

NUMBER 4: PILOTFAR/AIM

Flight Guide iEFB

http://www.foreflight.com/

www.AvBuyer.com

Aircraft Index see Page 4

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Plane Sense on Paperless Cockpits

NUMBER 6: WINGSX PRO 7 WingsX Pro 7 from Hilton Software delivers sharp, high-resolution moving maps, sectionals, and approach plates, plus graphics depicting Temporary Flight Restrictions (TFRs) – an important piece of knowledge at any time, but particularly in a presidential election year.

Then there are real-time and free ADS-B weather with a compatible ADS-B In receiver working with the iPad in colorful NEXRAD graphics, airspace alerts, even high- and lowaltitude IFR charts and approach plates.

WingsX Pro 7 also delivers synthetic vision graphics for an out-the-cockpit-window view of the world ahead – and with terrain-alerting functions. And the app turns the iPad into a passive radar altimeter to help guide the pilot to the ground on those tough approaches. Prices start at $99.99, not including any accessory hardware needed to make all the functions, well, functional.

WingsX Pro 7 Screen Shots

http://www.hiltonsoftware.com/sportys/WingXPro7.html

“WingsX Pro 7 also delivers synthetic vision graphics for an out-the-cockpitwindow view of the world ahead – and with terrain-alerting functions.”

NUMBER 7: iATIS APP iATIS brings into the cockpit a wealth of live, real-time and graphically helpful information, such as a graphic depiction of the wind in relationship to the runway at your arrival airport and calculating headwind and crosswind components and their impact on your aircraft performance among the 14 important data information displays. It even calculates density altitude.

Each topic on the display side of the iATIS app coincides with the sequential information reported by the tower in the airport terminal area’s ATIS broadcast. This broadcast information is first entered on the data input screen which is on the obverse page of the iATIS main display. All of this is available for about $10. http://iatisapp.com/about.html

NUMBER 8: AOPA’S AIRPORTS AFD AOPA’s Airports is an Airport & Facilities Directory (AFD) app by ForeFlight, available free to members of the Aircraft Owners and Pilots Association, and offering many handy features. Among these features, cross-platform iOS compatibility is already available and Droid compatibility is scheduled to arrive this summer.

All public airports, FBO information, airport diagrams, FAA offices and contact information (and more) are available in AOPA’s Airports, and useable on the iPhone as well as the iPad. http://itunes.apple.com/us/app/ aopa-airports/id312173435?mt=8

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NUMBER 9: LOGBOOK PRO VERSION 3.0.0.

Logbook Pro for iPad/iPhone, now in Version 3.0.0 from NC Software Inc. offers so much depth and capability that it’s somewhat baffling that it’s offered for free. This is an iPad app that includes pilot certificate records, flight times, aircraft used, and helps you maintain currency with alerts, note day versus night operations, and now supports synchronization of local and universal times records. Again, it’s free – as are updates. http://itunes.apple.com/us/app/logbook-pro-flightlog-for/id410773111?mt=8

NUMBER 10: PLANEMINDER ONLINE/MOBILE APP Finally, for the light business aircraft operators, Sporty's PlaneMinder Online/Mobile App offers an aircraft-records solution to match the often smaller budgets of the onepilot/one-plane flight department.

This inexpensive little $5.99 app turns the iPad into a record keeping and logbook program for the aircraft, serving up reminders of maintenance needs, scheduled inspections, AD revisits and the like. http://www.sportys.com/PilotShop/product/16994 ■

www.AvBuyer.com

Logbook Pro Version 3.0.0.

Aircraft Index see Page 4

Plane Sense Cover Aug12_FinanceNov 24/07/2012 11:03 Page 1

Plane Sense on Refurbishments UPGRADES RETROFITS REFURBISHMENTS MRO BUSINESS AIRCRAFT World Aircraft Sales/AvBuyer For advertising contact: ks@avbuyer.com

August 2012

Plane Sense August_FinanceNov 24/07/2012 11:56 Page 1

Plane Sense on Refurbishments

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It’s In The Detail: How to plan a major ‘facelift’ for your aircraft.

102

Refurbishment FAQs: ‘Is it done yet? ‘ and other frequent questions.

110

Surprises that Impact your Refurb Budget.

It’s In The Detail...

How to plan a major ‘facelift’ for your aircraft.

by Janet Beazley

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www.AvBuyer.com

P

lanning and managing a major aircraft refurbishment can be an overwhelming chore that can closely parallel the building of a new house. According to Consumer Build, an independent New Zealand organization that provides information to consumers planning a home construction project, there are 10 steps in the process of planning the building of a house.

By applying these same steps to the aviation industry, we can get a good idea of how to approach planning major aircraft refurbishment work.

Aircraft Index see Page 4

Plane Sense August_FinanceNov 24/07/2012 11:58 Page 2

STEP 1: DETERMINE THE PROJECT’S SCOPE

Advertising Enquiries see Page 8

• •

Are there needs to be met for compliance mandates?

Is the aircraft operated as Part 91 or Part 135? www.AvBuyer.com

• • • •

Are there special programs for tracking, maintenance, engines and parts?

Do warranty programs apply?

Are there service bulletins (SBs) that need to be accomplished?

Are there airworthiness directives (ADs) that need to be cleared?

Once these questions are addressed, the operator will want to speak with potential service facilities and personnel because it is very important that they be brought aboard early on for the project for the best results.

Mary Lee, Senior Interior Designer with WORLD AIRCRAFT SALES MAGAZINE – August 2012

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In the business aircraft industry today, more and more operators are choosing to refurbish their current aircraft over purchasing a different one. This work is typically completed when the aircraft has a major maintenance event due because downtime and access time can be drastically reduced by combining these events into one.

First, the operator will need to identify all upcoming required maintenance items. The operator’s tracking program can assist with this. The operator will also need to consider

time. Most maintenance events are performed on an hourly, monthly or annual basis, which determines the dates needed for aircraft input into a maintenance facility.

In addition to setting the input timeline, the operator needs to decide what other work will be done, looking at the potential of new paint, interior updating and avionics upgrades. They will also need to consider:

Plane Sense August_FinanceNov 24/07/2012 11:59 Page 3

Duncan Aviation’s Lincoln, Nebraska, location explains, “Our involvement occurs very early, when the project is in the sales phase.

We need to assist in finding solutions for a customer in a timely fashion. The customer may need illustrations, a floor plan, cabinet drawings, material specifications, visual aids and color boards to present to their Principals.”

Lee adds that the extent of the project, the materials used and the design are all important planning aspects that often take place before an operator chooses their completions facility. The considerations include things like whether the interior will be re-configured, if the operator wants to include new lighting, new entertainment, or a new soundproofing package, and more. Pre-planning for a large refurbishment often starts as much as a year or more in advance, depending on the project’s scope.

Certification can play an important role in the pre-planning time necessary. “It is important to know if, and how the existing interior is certified,” Lee notes. “This will help tremendously in certifying any new modifications that may be done.”

STEP 2: ORGANIZE FINANCES Organization of finances is an obvious and very important step for operators. Once the operator has determined the scope of the project, the next step is to get quotes from different maintenance, repair and overhaul (MRO) facilities. During this process, the operator should share budget requirements with the MRO, as they can work together to meet needs, schedules and budgets.

During the process, the operator will need to match all of their requirements with the many different capabilities of the MRO. MROs have varied capabilities, dictating that there may only be a few that will match all of the operator’s needs.

If this area is new territory, a visit to some different facilities may be in order. A site visit will give the customer the opportunity to see the facilities first-hand, to visit with people from different areas of the company, and to make assessments based on what they have seen rather than what they are told.

Some questions to consider during this phase include:

• • • • • •

What are the needs surrounding the project?

Is engineering needed?

What are the structural needs?

Does the MRO have all of the tooling required?

What are the certification needs?

Can the MRO support all of those needs?

When discussing these needs, the operator should include a detailed work-scope along with photographs, if possible. It may be necessary for MRO representatives to visit the operator’s facility to gain access to the aircraft and ensure that in preparing their quote, they are as accurate as possible.

Besides looking at capabilities and requirements needed for the project at hand, an operator will want to consider valueadded services, or intangibles, in their comparisons including a wide variety of items from insurance to hazardous waste disposal.

[To help in your facilities comparison, Duncan Aviation has an MRO comparison worksheet that might be useful at http://www.duncanaviation.aero/fieldguides/ promotions/200911mro_comparison_worksheet.php].

STEPS 3, 4 & 5: THE DESIGNER, PROJECT MANAGER & OTHER TRADES PEOPLE

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The next three steps can be combined for our purposes. As alluded to in Step 2, the key step in a large aircraft refurbishment project is choosing the maintenance facility that will complete the work to the standard you expect.

As Mary Lee stated, planning is absolutely essential for major projects and it starts well in advance of aircraft input. Besides determining just what will be done, the shop

Aircraft Index see Page 4

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Plane Sense August_FinanceNov 24/07/2012 12:01 Page 4

ALL PHOTOS IN THIS ARTICLE

will need to plan project-flow and set periodic deadlines to keep the project on time. Look to be assigned a Project Manager who will play a key role in managing the planning and day-to-day progress on major projects.

Once the MRO is chosen for the project, it should turn the project over to a project manager, who is the one point of contact going forward for the customer.

Managing complex projects is where the project managers really shine. Their goals should be to meet the customers’ expectations, to meet interim project milestones and, ultimately, to meet - or better - the promised delivery date of the aircraft.

STEP 6: ORGANIZE CONTRACT The organization of such a large undertaking is a culmination of effort from many parties and disciplines. It takes organizational skills from a management perspective. On a large refurbishment project, there will be a lot of things happening at one time, and a schedule needs to be set and adhered to.

The reality is that adjustments will need to be made to the schedule, and as a team you can meet and discuss these to find solutions and alternatives that keep the project on track. A firm grasp of the overall project is required, because in maintenance you never know what may come up or what could be uncovered.

STEP 7: GET BUILDING & RESOURCE CONSENTS (PERMITS) When considering a major aircraft refurbishment project, an operator needs to determine any interior or avionics modifications that will be done, or any major changes that will be made. In an industry as regulated as aviation, this will include discussion about the

approval path for those changes.

These can sometimes be complex, but are typically resolved and a solution found.

When a Supplemental Type Certificate is required, however, facilities that have Operational Delegated Authority (ODA) with MRA and STC approvals will be helpful. These delegations have allowed the industry more autonomy and efficiency.

STEP 8: BEGIN CONSTRUCTION After all the planning, the day of input finally arrives and “construction” on the project begins. The first few days will be busy and the operator will meet many people. Team members should be encouraged to get to know their customers, and for customers to develop relationships with the team members - not just their project manager.

Customers may choose to be an integral part of the project and be on site at the facility during a major event. Doing so allows them to see the progress and maybe see parts of their aircraft that they will not see while

doing daily maintenance or smaller inspections at their own facility. It also can be good to have the customer there to enable them to make decisions and approve work when needed.

STEP 9: FINAL INSPECTION & CODE COMPLIANCE It may seem that on a large project there will never be an end in sight, yet there always comes a point when you can really see things start to come together. It’s exciting to see the new product, from the new woodwork, plating, carpet and seats to a new paint scheme.

It’s also reassuring to know what lies beneath all of that is safe and airworthy because you have chosen a facility with a great reputation, and that really knows your aircraft and is confident in their ability to put out a very safe product.

Inspections will assure that all supporting data and documentation is prepared and available for the customer.

STEP 10: LOOSE-ENDS & FOLLOW-UP The last step for a large project is to follow up. Feedback - good or bad - is important to all parties; MRO facilities all need to know how we did, otherwise improvements will be difficult to make, and most facilities want to continue to improve!

Janet Beazley began her career in aviation with the US Air Force 30 years ago before moving into civilian aviation. She linked up with Duncan Aviation in 1988 as a wiring technician, progressing to team leader and then assistant manager of the installations shop. Today Janet is Project Manager at Duncan Aviation – a post she has held for four years. She can be contacted at email: janet@DuncanAviation.com, Tel: +1 402 479 8125, More from www.duncanaviation.com ■

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www.AvBuyer.com

Aircraft Index see Page 4

Painted by Duncan Aviation.

Enough said.

Looking through the descriptive ads of pre-owned aircraft for sale, you can see the implied value of an aircraft painted by Duncan Aviation.

The ads proudly list “Painted by Duncan Aviation” as a selling point.

The industry knows that a Duncan Aviation paint job means high quality and a long-lasting finish. Even in areas we are already well-known, like paint, Duncan Aviation continues to innovate and grow.

Early last year, Duncan Aviation began using a chrome-free paint process. This process is safer and better for the environment, the painters and the airplane, and the company was one of the first in the industry to make the switch.

Late last year, Duncan Aviation began offering customers the option to work with three-dimensional renderings while collaborating with Duncan Design on their aircraft exterior paint schemes. This design tool helps clients better visualize how a design will wrap around an aircraft before a paint scheme is actually applied.

And this spring, Duncan Aviation added a new 45,000-square-foot paint facility at its Lincoln location.

The new facility has the latest down-draft air flow technology, including automatic monitoring and alarms to provide the best paint environment possible for some of the largest business aircraft in use today, including Gulfstream’s 650, Bombardier’s Global Express, Dassault’s Falcon 7X and Embraer’s Legacy.

As always, Duncan Aviation looks for inventive and inspiring ways to provide customers with their perfect aircraft, from exterior paint to interior refurbishment and modifications. Find out for yourself the quality a Duncan Aviation project can provide.

800.228.4277 • www.DuncanAviation.aero/paint • 800.525.2376

Planesense Cabin Avionics Ad 7_18_12.indd 1

7/12/2012 10:56:02 AM

Plane Sense 3 Aug_FinanceNov 24/07/2012 12:10 Page 1

Plane Sense on Refurbishments

Refurbishment FAQs: “Is it done yet ? “ and other frequent questions.

by Dave Higdon

WORLD AIRCRAFT SALES MAGAZINE – August 2012

www.AvBuyer.com

on the answers to still other questions!

In the real world single questions rarely draw one single, overarching answer.

Exterior work, painting and windows, body work, the interior, powerplants, avionics, and cabin systems – all bring their own set of considerations and questions.

With this in mind, we offer as a starting point some of the FAQs gleaned from the top minds in refurb shops, ranging from paint and interior to engines and avionics - a collection of all-encompassing shops, and an array of specialty operations – with the hope Aircraft Index see Page 4

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hops across the country continue to stay busy through the wonders of the aircraft refurbishment business, working with owners to decide what, if anything, to do with the existing jet.

Making the decision to refurbish a company airplane, regardless of size, brings with it the need to weigh other issues up while outlining the project. A host of questions need answers – and with so many decisions intertwined, it’s no wonder that operators often find themselves swamped with questions – questions to which the answers often depend

Banyan June 24/07/2012 12:52 Page 1

Scan this QR code to see our current inventory.

Plane Sense 3 Aug_FinanceNov 24/07/2012 12:11 Page 2

that it will help the would-be refurbishment client gain a larger, sharper picture of the project they envision.

We’ve gone further, to break them down into the top three arising from pre-refurbishment planning, from the during-refurbishment segment, and from the après-refurb process. Without further ado, here are the popular questions and answers in aircraft refurbishment.

PRE-REFURB With so much riding on the outcome, the smartest operators work with a refurbishment ombudsman - someone charged with tracking the project and reporting back to the operator. Alternatively, the operator chooses someone to oversee and coordinate the entire project and serve as the owner’s eyes and ears on the work being done.

Work with a planner to set the scope of the project so you can answer these mostcommon pre-refurbishment questions.

How should we set the scope of this job?

You can start to set the scope of the job by first examining all you like and dislike about the aircraft in its current form, whether on your own or in coordination with a representative.

For example, if the paint and windows remain in top shape – or in good-enough shape for renewal rather than replacement – set the paint and windows outside the scope of the job, or limit work on them to touchingup and renewing the window trim and paint.

Conversely, if avionics fall short of letting you fulfill common missions with minimal hassle, include a cockpit makeover to the scope of the job.

Next, carefully examine the interior – from the headliner, down the fabrics and trim on sidewalls, to the carpeting underfoot.

Check the condition of the upholstery as well as ancillary systems already installed.

Finally, inventory the number and age of cabin systems, such as in-flight phones, inflight entertainment options and in-flight office systems – Internet access included.

Now you should be able to formulate some answers as to how to set the scope for the job.

▲

How should I set spending limits and plan a budget?

Spending limits could well come first if the company budget is tight – or it may not factor at all if the operator enjoys the deepest of pockets; in these cases the answer might well be, “Whatever it costs!” But seldom do operators feel comfortable issuing blank checks, so our best suggestion for answering this question begins with the universal caveat: “It depends…”

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www.AvBuyer.com

Aircraft Index see Page 4

Gulfstream August 24/07/2012 14:49 Page 1

2006 Gulfstream G550 S/N 5086

2052 TT, 662 Landings, Engines and APU enrolled on JSSI Select. Sixteen (16) Passengers with a Forward Galley $36,950,000

2010 Gulfstream G200 S/N 233

519 TT, 244 Landings, Engines enrolled on ESP Gold. Auto Throttles. Nine (9) Passenger Configuration. $13,900,000

2007 Gulfstream G200 S/N 164

2006 Gulfstream G450 S/N 4039

2511 TT, 1445 Landings, Engines enrolled on ESP Gold.

Auto Throttles. Ten (10) Passenger Configuration $9,950,000 2440 TT, 1241 Landings, Fourteen (14) Passengers with an Aft Galley. 26" Club Seats & Enhanced Soundproofing $24,250,000

2003 Gulfstream G200 S/N 063

2002 Gulfstream GV S/N 662

2732 TT, 1547 Landings, Engines enrolled on ESP. Nine (9) Passenger Configuration. Fresh 8 year Inspection $7,500,000

2003 Gulfstream G200 S/N 050 4834 TT, 2086 Landings, Engines enrolled on Rolls Royce Corporate Care. Enrolled on PlaneParts. Sixteen (16) Passengers with a Forward Galley and Forward Crew Rest $27,995,000

2001 Gulfstream GV S/N 634 3421 TT, 1497 Landings, Engines enrolled on ESP. Ten (10) Passenger Configuration. Interior refurbished in 2010 $7,000,000

2000 Gulfstream G200 S/N 007

5526 TT, 1516 Landings, Fourteen (14) Passengers with Aft Galley and Forward Crew Rest $23,000,000

1998 Gulfstream GV S/N 518

5815 TT, 3936 Landings, Engines enrolled on ESP Gold.

Ten (10) Passenger Configuration. Fresh 12 year Inspection $6,150,000

2008 Gulfstream G150 S/N 252

7213 TT, 2813 Landings, Fourteen (14) Passengers with Forward Galley and Forward Crew Rest. New Paint February 2012 LEASE ONLY

1308 TT, 565 Landings, Enrolled on MSP, APU - Honeywell GTCP-150 S/N P-371, Time since New – 527 Hours, $8,950,000

Gulfstream Pre-Owned. Contact Lynn Beaudry. lynn.beaudry@gulfstream.com Tel: (912) 965-4000 • Fax: (912) 965-4848

Plane Sense 3 Aug_FinanceNov 24/07/2012 12:11 Page 3

You can set a budget then shop for the work package that adheres to those numbers, or - as too often happens - establish plans and a work package before figuring out how to pay – or how much to pay. Consider the best answer to be the one that renders you at your most comfortable.

If budgets are tight, answering that question may require some juggling of the work package; dropping some ideas or swapping original plans for lower-cost approaches.

Those budget questions may work only if you spread out the work over a longer period of time.

How should I pay for this work?

This question is best answered in consultation with the company CFO – or a company’s external accountant. Only by getting solid bids on the work package can an operator be reasonably sure of getting the best deal.

But that best deal may require accounting for various tax laws at the local, state and national governments. Tax breaks for investing in business equipment have been quite generous in recent years, but some operators eschewed those short-term breaks because retaining the long-term schedule did more for the company’s bottom line.

Other elements to take into account here include the age of the aircraft (finance institutions hesitate to underwrite loans for work on aircraft older than a set age); similarly, if a new aircraft is in your not-too-distant plans, you may decide you don’t want to spend as much as you would were you planning to keep the airplane longer-term.

Of course, if the company coffers allow and the tax accountant blesses, paying cash for a refurbishment job eliminates a possible sticking point with the local banker. Don’t discount the prospect of a shop helping with its own finance plan either, though.

DURING THE REFURB

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“its size, scope and certifications, handle all the work or contract out packages to other shops. For the aircraft owner, knowing the details of who works on what should be considered a must – giving the owner somewhere other than merely a starting point if problems arise after the job.

How should the airplane be insured when down for a major work package?

No one wants to spend money unnecessarily; continuing to carry full coverage on the company airplane when it won’t fly for weeks or months is not necessary, according to the insurance underwriters. Changing the policy to a ground-only or non-movement policy can save the owner significant amounts of money.

This is also a good place to urge owners considering a refurbishment project to get in writing how the airplane will be covered when in the possession of the shop. www.AvBuyer.com

Damage to whatever degree is never welcome; they become supremely frustrating when suffered at the hands of a vendor charged with improving the aircraft. So beyond avoiding the expenditure of money unnecessarily, make sure the shop has your airplane adequately covered when it’s in their possession.

Case law from past court decisions put to rest the question of who is liable when the owner surrenders the airplane into the care of an FBO, maintenance or overhaul shop. Be sure you’ve got the knowledge covered.

How will the acceptance process work?

Once the work is done the owner (or owner’s crew) needs to know how all the new equipment works, about the warranties, the required service intervals and a host of other salient points. Before retrieving the airplane from the shop the owner should insist on an acceptance flight that demonstrates the

▲

How will the work package be accomplished?

As a general rule, interior and paint come last in any refurbishment or overhaul situation – after all, it’s better to avoid collateral damage from work being performed on other parts of the plane.

The larger the project the more of the airplane needs to come apart; for a tip-to-tail makeover the interior can come out at about the same time as the panel, with work on the panel completed before the cabin refurb work begins; in some large shops separate crews may tackle the cockpit and cabin in parallel.

Otherwise, the shop in charge would likely start up front and tackle disassembling the panel at the same time staff on the floor prepare as much as they can to paint.

The main contractor may, depending on

“Don’t discount the prospect of a shop helping with its own finance plan either, though”.

Aircraft Index see Page 4

Eagle Creek August 24/07/2012 12:56 Page 1

2009 EMBRAER PHENOM 100 N59PW N59PW,, S/ S/N 50000081, Price Just Reduced to $2,790,000! Only 290 Hours Since New, Enrolled on EEC Enhanced Airframe Program, m m, JSSI Premium Engine Program and Still Under Factory Warranty, TCAS I, Garmin Synthetic Vision and Belted Potty

2010 EMBRAER PHENOM 100 201

TWIN COMM COMMANDER MANDER 1000 100

N196EC, S/N N 5000 50000151, 00151, Still Under FFactory actory W Warranty, arranty, On Embraer EEmbraer’ss Airframe EEC EE Enha anced Program and Pra tt’s ESP Gold Eng gine Enhanced Pratt’s Engine Program, m, Garmin GTS-850 G ChartView,, GWX-68 Ra Radar, darr, 2nd TCAS I, ChartView TTransponder ransp sponder and DME D

gle Creek N695EE, S/N 96205, 962005,, Special 695B 69 Model, Fresh Fresh HSI’s HSI’s byy Ea Eagle with 2581 SMOH OH H on Dash Das TTen en Engines, Collins APS-65 Autopilot, APS-65 Garmin GNS S 530, 53 FFreon reo Air reon Air,, Wide Chord Q-T Q-Tip ip Props

2008 CESSNA CITATION CJ3 2

DASH TEN P POWERED POWERED TWIN COMMANDER COMMANDER 900

N711BE, S/N 525 525B-0212, 5B-0212, Price Just Reduced to $5,395,000, $5,3995,000, 575 Hours and One Ow Owner ner Since New, New, TAP TAAP Elite, Collins TCAS-4000 TCAS-44000 TCAS II, Collins HF HF, F, Honeyw Honeywell well Mark VIII EGPWS, AirCell ST-3100 ST-3100 Iridium Irridium Phone and Jeppesen Elec ctronic Charts Electronic

tcch TTraffic, N29GD, S/N 15035 15035, 5, Garmin GNS-530W with W WAAS, AAAS, Skywa Skywatch raffic, Wide Freon Air Conditioning Q-Tip Chord Q-T ip Props and Keith Freon

CESSNA CITATION S/II CE

DASH TEN POWERED TWIN COMMANDER 690B DA 0B

N500ZB, S/N S550S550-0023, -0023, 212 Engine Hours Since Hot Sectio Sectionn Inspections Conditioning, andd 22,046 046 EEngine i H Hours Since Si Overhauls, O h l FFreon reon Air Ai C Conditio ditioning, i Current C t PPart art 135

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Plane Sense 3 Aug_FinanceNov 24/07/2012 12:13 Page 4

workings of all new equipment. This is no time to fly away without a complete, detailed briefing by the shop’s experts, accompanied by the transfer of manuals, handbooks, check lists, operating manuals and the like.

Avionics are a natural for this sort of paperwork – and training on the new avionics hardware, knowing and understanding database-update cycles and the like must be a part of the discussion before the job starts.

Ditto for any engine upgrades – the crew will need the information on starting and operating, any limitations, maintenance intervals and fuel use.

Finally, warranty information on the new equipment should be transferred to the owner, along with all information about any upcoming mandatory service items that, absent their completion, might invalidate the warranty.

APRÈS-REFURB Will there be any limits or constraints on how we use the airplane immediately after we retrieve it?

Turbine engines don’t usually have break-in cycles on par with reciprocating mills; avionics systems generally work (although maybe with a squawk here and there); and interiors are ready the instant the refitters finish.

There may, however, be some limits on the exposure of the paint to the atmosphere and atmospheric conditions until the paint has sufficiently cured and been washed and waxed at least once. Aside from such a constraint, the airplane should be ready to fly at your discretion once you accept it back from the shop.

With so many new items in the airplane, what training should I consider a ‘must’?

The crew should certainly learn and practice using any new avionics before flying the boss anywhere – as well as the engines and other systems…including any in-flight office equipment like airborne internet and phone service.

The last place in the world a pilot would want to learn the intricacies of new cockpit electronics is in the cockpit of the airplane inflight. Park it in a cool, shaded hangar, plug in a ground power unit, fire up the stack and go to work with the manuals.

If new engines are installed, take the time to study all the new parameters, to program the flight computers for new speeds and fuel consumption rates, and any new operating data including weights, speeds, altitude limitations and range.

What should I do about any minor squawks that don’t immediately surface?

If the acceptance flight is akin to the walkaround before a new owner takes possession of a house or business, the follow-up on little

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irritations or major failures should be performed on a cycle that assures you are still under warranty.

Unless a problem or issue threatens your access or use of the airplane or creates a safety issue, consider building a “tick list” of the non-threatening irritations to present to the shop at the appropriate time. Sticking drawers, balky lights, irregularly functioning electronics (IFE, in-flight office, etc.) can be dealt with at the same time. Other issues, such as avionics difficulties or powerplant problems fall into a different category and should be dealt with at the earliest safe opportunity.

Be prepared for the possibility that issues with equipment not directly handled by the prime contractor may take some extra calls and effort on the part of you or the prime contractor. www.AvBuyer.com

FINALLY… Keep regular tabs on the updates and changes - how well they hold up and how they perform long-term - for when the day arrives that you want to again consider such a project.

And don’t neglect to provide plenty of feedback to the vendor(s) who provided the goods and performed the services.

If they did a great job you may want to use them again – and ask for a discount as a repeat customer. If things didn’t go completely smoothly, still offer your feedback as this is how a worthwhile vendor will seek to learn to improve.

Enjoy the fruits of your decisions, and make good use of your newly improved business tool by putting them to work as frequently as possible. ■ Aircraft Index see Page 4

General Aviation August 24/07/2012 14:39 Page 1

Plane Sense 2 June_FinanceNov 24/07/2012 12:17 Page 1

Plane Sense on Refurbishments ost people faced with a refurbishment project start by consulting with their Director of Maintenance, the industry experts, the facility that will be doing the refurbishment, and of course their accountant to get approval for this expense. Working together with this team, an interior design is created and a budget is set for the entire project.

All the materials, fasteners and equipment are then ordered and the aircraft moves into the hands of the crew that is going to make the interior look like a new airplane inside… at which point you can start to feel like you can relax and simply look forward to making that first trip with the new interior that has that new cabin smell.

The question is, are you ready for the numerous surprises that can suddenly accumulate and raise their costly and time-consuming heads along the way? The following are just some of the surprises that may occur during a typical interior project and can certainly play havoc with any budget.

Refurbishment M ‘Gotchas’ Surprises that can impact your cabin refurbishment budget.

by Steve Watkins

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www.AvBuyer.com

Aircraft Index see Page 4

Plane Sense 2 June_FinanceNov 24/07/2012 12:18 Page 2

SURPRISE #1 As the aircraft is prepared for the new interior and equipment, the old one has to be removed. The surprises could start here.

The shop could find the floor panel screw heads stripped out or maybe the nut plates that the screws go into have come loose and start to spin with the screw adding extra labor, extra parts and extra time to remove the interior.

the wrong color? The designer may insist on the original color that was selected, but it may no longer be available in the exact same material that was originally selected.

The choice of procuring the new material, due to different fireproofing requirements, may come with a substantial increase in peryard cost. This is one more surprise that was not budgeted for, and you would be left with the decision to change colors to contain costs or pay the extra charge.

SURPRISE #2 Another surprise sometimes discovered when removing the old interior is that the brackets could be broken or cracked where the interior is attached and need to be replaced. This may sound like only a minor problem that simply requires going to the Illustrated Parts Catalog (IPC) and ordering the new parts at only the added cost of the parts. But what happens if the parts manual is reviewed and the required brackets are not listed in the IPC at all?

A subsequent call to the manufacturer of the aircraft could indicate that these parts were made, but never classified as a part for the aircraft and consequently are not in the IPC. There is no inventory to be found and the manufacturer will not start-up production just to provide you with this part.

So now what happens? The company doing the refurbishment has to design, get approval for, and make the part(s) from scratch, potentially adding all of the labor costs to your bottom line that was not in the original budget.

SURPRISE #3 Many times a refurbishment design includes relocating the lavatory to another area of the aircraft. The relocation design should be simple enough, but at some point, an avionics or cabin entertainment black box could have been installed and maybe not accounted for.

This unit must be moved now to accommodate the new lavatory location.

In addition, as the removal of the lavatory continues, it is common to find corrosion.

Depending on the extent, it may be enough to require actual replacement of bulkheads, brackets and other structures.

The corrosion that is not bad enough to cause replacement still has to be removed and treated. Anything that is questionable may require an OEM’s Engineers or a Designated Engineer to design and approve a repair. All of this could be an additional cost if unplanned for, and require more down time to resolve and repair the issue.

SURPRISE #5 The refurbishment project can continue to unearth little discrepancies throughout the process, each and every one requiring additional labor, additional parts, and possibly extending the aircraft’s down-time. These extra expenses will most likely exceed your budget.

Moving towards the end of the refurbishment project, the facility will complete all of the paperwork and submit it to the appropriate authority for approval. You’ve guessed it…this is another area that can be full of surprises….

The data being used may not be complete; the fireproofing or the fire-blocking paperwork could be missing a page; or the electrical diagram could differ from what was actually done in the aircraft. All of these issues require more problem-solving, time and additional delays for the completion. The shop may not charge the customer extra for these paperwork issues, but the regulating agencies in aviation are not known for being especially sensitive to turn-times, so expect additional delays to result.

SURPRISE #6 Finally you reach the point at which everything is completed and the interior looks just like it did in the design pictures! The functional checks and test flights are all that is left to do.

During a final test flight, a red failure code could suddenly appear on the panel or maybe on the cold soak flight, another failure code shows up, or something stops working.

Troubleshooting will be required to find the problem and if the facility is a completion shop only, they might have to bring in experienced mechanics from another maintenance shop to find and fix the problem.

More surprises usually mean more expenses, and then there is the unpleasant task of informing the boss of another delay with the launch date.

REDUCING THE SURPRISES SURPRISE #4 The refurbishment facility usually orders the material for the seats when the quote is signed – but what if the material arrives in Advertising Enquiries see Page 8

Fortunately, there are several ways to minimize all of these potential surprises that can happen during an aircraft refurbishment.

The first is to make sure that you contract www.AvBuyer.com

“The refurbishment project can continue to unearth little discrepancies throughout the process, each and every one requiring additional labor, additional parts, and possibly extending the aircraft’s down-time.”

a highly regarded industry consultant that will help navigate through all of the “gotchas” that can happen during a complex interior project.

In addition, make sure you work with a facility that is very familiar with your aircraft make and model, and then do your research by asking other colleagues for shop references and referrals.

The bottom line is that when you take your aircraft in for a new interior and equipment, all quotes include the following statement: “This is an estimated quote only, additional charges may be required.” Just make sure you have room in your refurbishment budget for all of the SURPRISES that can occur!

Steve Watkins is Technical Services Manager, Western Region for Jet Support Services, Inc. (JSSI).

Steve has been an A&P mechanic, IA and Private Pilot for over 35 years and was a Designated Mechanics Examiner in Wichita, KS and Long Beach, CA. He has also spent time as Director of Maintenance and Chief Inspector for various FAR 135 and FAR 145 operations, owned his own maintenance shop as well as instructed at an A&P technical school and is an active member of the AMT Society.

Contact Steve at: SWatkins@jetsupport.com ■ WORLD AIRCRAFT SALES MAGAZINE – August 2012

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Plane Sense on Cockpit Avionics UPGRADES RETROFITS REFURBISHMENTS MRO BUSINESS AIRCRAFT World Aircraft Sales/AvBuyer For advertising contact: ks@avbuyer.com

September 2012

Plane Sense September_FinanceNov 21/08/2012 09:48 Page 1

Plane Sense on Cockpit Avionics

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Future Regs and Your Cockpit.

UNIVERSAL’S 890R VISION I

Development Never Sleeps: Panel Upgrades.

Supporting Your New Equipment.

Future Regulations & Your Cockpit Get the Retrofit Right the First Time.

by Brian Wilson

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www.AvBuyer.com

T

he cyclical pattern associated with avionics retrofits are usually driven by economic conditions or regulatory compliance, with the latter offering a more compelling reason to perform the upgrade. Ultimately, when operators are forced to spend money on certain systems due to compliance, other peripheral systems stand idle.

Take, for example, the years in which operators were busy spending hundreds of thousands of dollars to upgrade their aircraft with RVSM and TAWS. Although both of these systems improved safety awareness Aircraft Index see Page 4

Plane Sense September_FinanceNov 21/08/2012 09:48 Page 2

Advertising Enquiries see Page 8

Having expressed that avionics retrofits are tied to a cyclical pattern driven first by compliance and then by necessity, although cabin avionics upgrades will continue to be strong in the next few years the industry stands braced as the next wave of retrofits driven by compliance approaches. And if you are not yet ready, you need to be. Here’s why…

FANS The most desirable flight levels of FL360390K (inclusive) in the North Atlantic Track System (NATS) will require your aircraft to www.AvBuyer.com

• • • • • •

Flight Management System (FMS) Communications Management Unit (CMU) Cockpit Voice Recorder (CVR) Satellite Communications (SATCOM) Audio Panel Annunciation and Aural Alerting Systems.

WORLD AIRCRAFT SALES MAGAZINE – September 2012

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and allowed more aircraft to fly closer together, the passenger experience was not enhanced in anyway. These costly upgrades exceeded most annual avionics budgets, and the residual effect lasted another few years.

This lead to an emergence in cabin entertainment upgrades the last few years after a period of neglect. Innovative technologies enabling connectivity, portable devices and applications converged with entertainment and put an emphasis on enhancing the passenger experience. Owners were - and still are - eager to spend money again on systems they can “touch” and “feel”.

be outfitted and approved for Future Air Navigation System (FANS) operations as early as February 2013 for the two most efficient tracks. Effective February 2015, all aircraft could be required to be FANS complient to fly in any airspace within the NATS. Two acronyms you should become familiar with are Automatic Dependent Surveillance Contract (ADS-C) and Controller Pilot Data Link Communication (CPDLC) which are the technologies that define FANS. FANS is actually quite common among commercial aircraft, but it is just in its infancy in the business jet community. It essentially provides an alternative to the noisy and intrusive HF systems currently outfitted on corporate aircraft that travel over the oceanic tracks. One of the goals of FANS is to reduce by half both the Lateral and Longitudinal (Trailing) separation of aircraft, much like what RVSM succeeded in doing with the Vertical separation. Another is to reduce the workload for both the crew and Air Traffic Control (ATC) when communicating.

ADS-C will provide digital position reports to ATC via an approved Iridium or Inmarsat Satellite communications system.

These are sent automatically, and require no pilot interaction.

Meanwhile, language misinterpretations and cross-chatter will be minimized and CPDLC will become the standard mode of communicating. (A simple way to think about CPDLC is that it’s similar to the way we text on the ground; the crew and ATC will communicate via a pre-arranged set of messages transferred back and forth with the push of a button on the Flight Management System.)

FANS upgrades will require either an STC or an OEM service bulletin. For “N” registered aircraft a Letter of Authorization (LOA) will be required from the FAA. The timeframe needed in which to find an STC to cover your airframe and receive LOA approval from the FAA should not be underestimated; in fact, two flight departments recently seeking LOA approval for the same type configuration and airframe ranged from an acceptable five weeks to an anemic 32 weeks. The systems affected by a FANS upgrade will include:

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I recommend that all flight departments that fly the North Atlantic Tracks to Europe, or even those that transition through them using a random route, allocate funding for FANS in their budgets and start to plan immediately.

As an example for those who fail to comply, the estimated costs for a large airframe like a Challenger, Falcon or Gulfstream forced to fly outside the preferred tracks can cost an “additional” $30,000-50,000 a year based on just four international trips, with the additional flight time and fuel burn due to the longer distance traveled, unfavorable winds and re-routing of the aircraft. Aircraft could also face another unwanted stop for refueling due to the longer distance flown, coupled with a relentless headwind.

Both the FAA and EASA are promoting the “Best Equipped, Best Serviced” philosophy, meaning that your aircraft will fly at lower altitudes, fly longer routes and be re-routed behind aircraft that are FANS compliant.

While on the topic of EASA, Link 2000+ is another mandate set for February 2015, and it will apply to aircraft flying into any European airspace. Link 2000+ is conceptually similar to CPDLC but will use a different protocol that could add costs to your upgrade.

Link 2000+ requires a line-of-sight VHF Data Link (VDL) Mode 2 transceiver and antenna, and works with the new higher speed Aeronautical Telecommunications Network (ATN). Think of this as similar to your cell phone which goes from having 3G service to 4G. The important thing to remember is that if you upgrade your CMU for FANS, make sure the unit is provisioned or has a software path for Link 2000+, otherwise you will be adding another CMU to your upgrade.

Aircraft operators approved for FANS by January 1, 2014 will benefit from a clause stated under Eurocontrol’s Link 2000+ program that allows them exemption from the mandate.

GLASS PANEL RETROFITS

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“ ...you don’t want to rush into a decision and then later find out the technology you had installed is limited and will not meet future changes or mandates.” connect with an avionics shop that has the experience, knowledge and expertise to perform these complex upgrades.

For some airframes numerous choices and price points exist for glass panel upgrades, but you don’t want to rush into a decision and then later find out the technology you had installed is limited and will not meet future changes or mandates.

Cockpit upgrades in the 1990s consisted of replacing the electro-mechanical instruments with heavy, power consuming Cathode Ray Tubes (CRT) displays. These units were limited in their ability to accept and process data, and had a high failure rate of their High Voltage Power Supplies (HVPS). Global production sites for CRTs peaked in the mid-nineties to 68 sites, but as of this writing less than 10 still exist. Those www.AvBuyer.com

remaining sites have asked vendors like Rockwell Collins and Honeywell for Life Time Buy (LTB) forecasts. Vendors have started attaching end-of-production and support documents when a unit is repaired or exchanged.

Operators, meantime, are spending more and more money to maintain these older systems, and are essentially being pressed into decisions on whether to upgrade to a more modern aircraft or perform a retrofit to Liquid Crystal Display (LCD) technology.

The benefits of LCD technology include larger, sharper displays that absorb less power as well as offer improved reliability.

Standard configuration includes four 8x10-inch screens consisting of two Primary Flight Displays (PFD) and two MultiFunction Displays (MFD) which deliver greater situation awareness and reduce pilot workload. Other benefits include: • • • • •

Synthetic Vision System (SVS) Electronic Charts Graphical Weather Overlays Enhanced Navigation Maps Enhanced Vision Systems (EVS).

Most STCs include standard or optional Integrated Engine Indication Systems.

Legacy engine instrumentation repair and exchange costs continue to increase each year and directly affect your dispatch reliability.

Although an upgrade to an older panel will cost hundreds of thousands of dollars, it’s still a lot cheaper than purchasing a new aircraft and helps preserve resale value. The open-architecture design and on-going enhancement plan ensure operators that their cockpit will meet upcoming technology advancements and regulatory demands.

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I enjoy a lot of interaction with customers, many of whom are pilots or maintenance personnel. One of the most common responses I get when discussing possible upgrades for their aircraft is that they are not sure if they are going to keep the aircraft or purchase a newer one with a state-of-the-art cockpit. Usually after weeks, sometimes months of going back-and-forth on the right route forward, they request of quote to retrofit the existing aircraft.

Glass panel upgrades must be performed by an FAA approved STC, and can include replacing the Auto Pilot, the FMS and some (or all) of the legacy radios. Make sure you

GULFSTREAM III WITH UNIVERSAL 890 GLASS PANEL RETROFIT (COURTESY UNIVERSAL AVIONICS)

Aircraft Index see Page 4

Banyan September 21/08/2012 11:52 Page 1

Plane Sense September_FinanceNov 21/08/2012 09:52 Page 4

FLIGHT MANAGEMENT SYSTEMS The key link in the chain between FANS, CPDLC and Glass Panel Retrofits is the FMS. This is the horsepower within the engine; the microprocessor within the mainframe.

The FMS functions much like a computer and consists of a keypad, software, memory cards and a processor. You wouldn’t use a desktop or laptop computer that’s older than five-years for your business, and likewise you shouldn’t be flying your aircraft with an outdated version either.

Your aircraft type and configuration will determine how sophisticated and costly this upgrade will be, but there are measurable results that will help recoup your Return on Investment (ROI). Key benefits of the retrofit for the crew and passengers include, but are not limited to the following: • • • • • •

Localizer Performance with Vertical guidance (LPV) Wide Area Augmentation System (WAAS) Coupled Vertical Navigation (VNAV) Required Navigation Performance compliance (RNP) Improved safety and situational awareness Preferred routing and fuel savings.

Updating your FMS to a WAAS enabled unit allows your aircraft to fly LPV approaches, taking advantage of the precise GPS accuracy of WAAS and allowing you to fly a coupled Lateral and Vertical approach with ILS–like guidance down to near CAT-1 minimums.

Passenger comfort and fuel savings are a direct results of a constant glide path that allows the crew to “idle back” and descent rather than the standard leveling off, accelerating and again leveling off approaches. The lower minimums will also allow you to get into an airport that otherwise might require you to seek an alternative due to poor visibility and low cloud cover. In situations where your destination airport is closed due to weather, the crew has the option to use a potentially nearer RNAV-GPS airport with approved LPV approaches rather than seek a more distant airport with an ILS. Many MROs that have specialized avionics services have a WAAS/LPV ROI calculator that allows you to enter your yearly flight information and calculate when the investment will pay for itself. A recent test on a Challenger 604 flying approximately 450 hours per year with two-three hour legs resulted in calculated savings of over $25,000 yearly on fuel and engine reserves.

By selecting the proper upgrade for your FMS you will provide a growth-path vital to future requirements such as FANS, CPDLC,

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ADS-C, and further along the road NextGen and SESAR implementations.

Make sure you consult with an experienced avionics shop familiar with your aircraft type and configuration and offering strong ties with the OEMs. In some cases you will have to change the existing FMS with a newer one, while in others a software upgrade will be required. All platforms will need new WAAS certified GPS antennas, and those systems that have remote GPS receivers will need to replace them with WAAS compliant units.

The certification path is either going to be via a STC or OEM service bulletin. The crew will require training on the new systems and procedures, and don’t forget the time needed to receive your Letter of Authorization from your local authorities.

NOW IS THE TIME TO UPGRADE: HERE’S WHY… Backed by supplier incentives, accelerated tax depreciation legislation, STC availability and reduced downtime this is a perfect time for operators to perform some of these upgrades and immediately enjoy reduced operating costs.

Some aggressive sales incentives include up to $20,000 for each new FMS and up to $100,000 when packaged with a Glass cockpit retrofit. Other incentives include package deals loaded with costs savings and waivers of costs for certain peripheral upgrades. Based on where you are domiciled, tax laws also offer up to 50% accelerated depreciation for the total cost of the upgrade in the same year you perform the retrofit in lieu of the standard five-year depreciation schedule.

Over the last few years Vendors have allocated funds and resources to assist with the STC certification, and currently there are an unprecedented number of STCs available to the industry. Vendors have the financial strength to leverage the cost of the STC with www.AvBuyer.com

the packaged equipment which results in a savings to the operator.

We all know that downtime is critical when performing any upgrade, and efforts in design, planning and packaging of equipment has paid off nicely. One example is the exchange solutions for many LPV upgrades that reduced the downtime from a few weeks to a few days. Further, utilization of existing systems and partial usage of existing wiring coupled with pre-fabricated harnesses and instrument panels have reduced glass cockpit retrofits from a few months to a few weeks.

Finally, industry research groups are confirming that hull values have stabilized, and the percentage of used aircraft on the resale market are close to historic levels. All of which leads this writer to believe that now is the perfect time to budget the resources and perform some of the upgrades that meet your primary mission for the aircraft, increase the value of your asset, improve your dispatch reliability and enhance the safety of your crew and passengers. But don’t lose sight of those future regulations when you budget those resources. ❯ Brian Wilson oversees all activities related to Banyan Air Services’ avionics department - including sales promotions, aircraft avionics installations, bench and line troubleshooting, engineering and used avionics component sales. His avionics career started 30 years ago, when he joined the U.S. Navy as an Avionics Technician. Wilson has also worked at Midcoast Aviation, Raytheon, Bombardier/Learjet and most recently at Jet Aviation in West Palm Beach where he headed the Avionics, Engineering and Interior departments. He also serves on the Rockwell Collins Dealer Board. He can be reached at 954-232-3606 or email bwilson@banyanair.com ■ Aircraft Index see Page 4

The Perfect Solution for Flight Deck Upgrades Flexible Options for over 50 aircraft types The Universal EFI-890R Flat Panel Display combined with the WAAS/SBAS-FMS provide the ultimate in flexibility.

Renew your flight deck with an FMS upgrade or a one, two , three or full suite of flat panel displays all certified in aircraft ranging from the Pilatus PC-12 to the Boeing 747.

Why upgrade?

• Gain access to airports without ILS • ILS-like guidance to crossing runways • Drop required RAIM computations • Preferred routing • Improved situational awareness • Increased reliability

Contact an Authorized Dealer or visit www.uasc.com to find the right solution for your aircraft.

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8/15/12 12:06 PM

Plane Sense 2 Sept_FinanceNov 21/08/2012 12:44 Page 1

Plane Sense on Cockpit Avionics

TIME TO GET WITH THE TIMES ? AN UPDATE EXISTS FOR YOUR PANEL

Development Never Sleeps ADS-B, WAAS GPS, Integrated Flight Decks: It just keeps going!

by Dave Higdon

F

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www.AvBuyer.com

of airplane, from pistons to propjets to turbofans.

There are aircraft and times for which operating economics drive a replacement decision; times where the aircraft, for example, employs powerplants that are particularly uneconomical to operate and a replacement may be the smarter option – unless an engine upgrade is available, as sometimes is the case.

Many an older, still-viable turbine lacks all of today’s modern cockpit accoutrements, however: These offer no electronic display Aircraft Index see Page 4

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ew business tools better lend themselves to progressive upgrading than aircraft in general, and business aircraft in particular. The options for enhancing the utility of an aircraft are just that broad and deep and the economics hold broad appeal with significant benefits – especially in tight financial times.

And nowhere are the options richer than in cockpit avionics. From replacing individual radios to revamping entirely the full breadth of an instrument panel, there are options applicable to practically every model

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The app is accessible in the field, and doesn’t require a data connection after it’s installed.

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Plane Sense 2 Sept_FinanceNov 21/08/2012 14:05 Page 2

GARMIN’S G1000 PANEL IN A KING AIR

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“...the old equipment is heavy, power-hungry, and maintenance intensive…so why keep using it? You can erase all of these shortcomings with a smartly planned panel upgrade.“ model with a specific package approved solely for that model. Here, we’ll give you a snapshot of both approaches.

MANY, MANY HELPFUL CHANGES If you’re flying an older airplane with spinning-mass gyro instruments, aneroid driven air-data sensors, transistorized radios or a pre-WAAS GPS, then you’re in good company… and you’re also missing out on some of the best advances in avionics, most of which have arrived in the past decade.

If you’re flying behind CRTs you’re carrying around some heavy, power-hungry equipment that also poses increasingly high maintenance issues. And they still won’t let your stack deliver all the options available today – those advanced-lightning detection systems or satellite-based weather datalink images among them. You could gain from digitally tuned VHF radios that weigh less, consume less and need comparatively little in terms of maintenance.

GPS technology has also evolved considerably since the first panel-mounted units www.AvBuyer.com

appeared in panels a couple of decades back – to the point that many portables and Electronic Flight Bag navigators exceed the capabilities of the one in the stack. IFR options for GPS are - as noted above - ahead of ILS choices and growing at an enormous rate.

In summary, the old equipment is heavy, power-hungry, and maintenance intensive…so why keep using it? You can erase all of these shortcomings with a smartly planned panel upgrade.

In place of the heavy, hot CRTs consider today’s modern Liquid Crystal Displays. The LCDs use less power, generate more colors, produce sharper detail – and a whole panel full of them may actually weigh less than that one CRT that used to be your Primary Flight Display (PFD). The WAAS GPS will deliver new capabilities – and get you part way to satisfying the 2020 mandate for ADSB Out. The digital radios use less power, weigh less, and need less space – allowing them to be built into boxes housing multiple other capabilities. And even today’s new transponders bring the benefits of the ‘modern micro-electronics, all-digital’ revolution.

According to most purveyors of the systems profiled below, savings in maintenance costs can cover a full panel replacement in as little as six years. You’ll also gain some useful load in the upgrade, because of the heft of equipment removed – and that’s not to mention a cooler panel and reduced demand on your aircraft’s electrical system.

There will of course be an up-front investment and downtime for the aircraft, ranging from a few days to several weeks - depending on the work package. You’ll probably need to invest in some training on using the new package, too. But when it helps deliver you in conditions the old stack couldn’t handle; when it costs you less to keep and run; when you see fewer down-days and fewer avionics shop bills as a result, you’ll find yourself far happier.

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screens for instruments, no moving maps, no GPS, no Mode S, no lightning or traffic detection. Perhaps the panel has the early solutions to electronic flight instrument systems the old-tech cathode ray tube with their own disadvantages. Ultimately, a panel makeover can fix those shortages and add new capabilities to the airplane.

Most pilots aren’t yet aware that late last year the number of ILS-based instrument approaches was surpassed by the number of newer GPS-based LPV approaches. Repeat: Today the FAA approach books contain more Lateral Precision with Vertical Guidance approaches – LPV – than Instrument Landing System approaches.

To access those new runway ends requires a WAAS GPS meeting the appropriate TSOs – and being installed and approved as a compliant installation.

There are other tools and capabilities that were unavailable only a decade ago: Satellitebased weather datalink, for example, offering pilots a view of weather unavailable from on-board radar. Lightning detection has also advanced considerably in recent years, with new color-depiction systems that enhance the tool’s utility. And don’t forget the NextGen tools that will be required by the end of the decade – most particularly Automatic Dependent SurveillanceBroadcast, or ADS-B. All of these are available to older aircraft, while many airplanes with older versions or a few of these tools can get the latest versions and their full capabilities with some panel work. The type of airplane eligible in this upgrade-ability category is close to the entire list of post-WWII aircraft, thanks to the broadening availability of WAAS GPS solutions. And more is on the way.

Needless to say that the options are that broad, with some of everything available for almost everything – while some other avionics upgrades target renewal of a specific

Aircraft Index see Page 4

Kaiser Air August 21/08/2012 11:57 Page 1

1989 GULFSTREAM GIV N619A (S/N 1123) Make offer

AVIONICS

STATUS AS OF MAY 24, 2012 Registered Operator: KaiserAir, Inc. Aircraft Home Base: Oakland Int’l Airport (KOAK) Tail Number: N619A Serial Number: 1123 Total Time on Aircraft: 8,544 Hours Total Cycles: 6,221 Landings Date of Manufacture: 1989 Maintained on MSG-3 Schedule

ROLLS-ROYCE TAY ENGINES 611-SER Total Time Total Cycles Overhaul Completed 10 Year Due Total Time Since Overhaul

Left 8267 hours 6119 May 2008 May 2018 212.4 hours

Right 8450 hours 6193 Dec. 2007 Dec. 2017 479.7 hours

INTERIOR Newly Remodeled 2006: Beige interior with European Beach Wood with Gold Trim

EXTERIOR Newly painted 2006: Basic White with Blue Stripes

Contact: Sandy Waters. E-mail: sandy@kaiserair.com Tel: +1 510 553-8437. Fax: +1 510.635.3173 P.O. BOX 2626, Airport Station, Oakland, CA, 94614 www.kaiserair.com

Honeywell FZ-820 Flight Director 3 Collins VHF-422C VHF Comms Dual Collins VIR-432 Navs Dual Collins ADF-462 ADF Dual Collins TDR-94D Transponders Dual HF Comm Motorola Selcal Three Honeywell NZ-2000 Two Honeywell FMS CDU Model 820 Honeywell FMS Data Loader 950 Dual Honeywell Radio Altimeter Heads-Up Display HUD 2020 Dual Honeywell 12 Channel GPS Iridium SAT Phone (Wireless Handset Cabin and Cockpit) ICS 200 Dual Collins DME-442 Allied Signal EGPWS Honeywell SATCOM MCS 3000 Fairchild A 100 CVR Honeywell TCAS w/Change 7 Honeywell Cabin Management System CMS Three Honeywell IRU Laserefs Honeywell GP-820 Autopilot Honeywell 880 Radar RVSM Certified Honeywell ISDU Flight Data Recorder

MISCELLANEOUS 16 Pax Custom Executive Interior. Forward Galley. Fwd Cabin Conference Table. Mid Cabin Divan and Two Chairs Aft Cabin.

Forward and AFT Lavatory. Airshow w/Color Monitor. Full Entertainment Center. Apple Mini Mac Computer w/Wireless Mouse & Keyboard. Dual Coffee Makers. Toaster. High Temp Oven.

Microwave. Apple iPod. Dual Honeywell DVD Players. Single Honeywell CD Player Specifications subject to verification upon inspection.

Subject to prior sale or removal from the market without notice.

Plane Sense 2 Sept_FinanceNov 21/08/2012 17:18 Page 3

ROCKWELL COLLINS’ PRO LINE 21 SYNTHETIC VISION

GULFSTREAM’S PLANEDECK RETROFIT

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upgraded aircraft is similar to using the system in new Gulfstream models; through a pair of Cursor Control Devices mounted on the side consoles.

Plan on 10 to 12 days for installation, depending on the aircraft and options selected. Your airplane will also shed some weight over the process with the removal of the old hardware and the supporting avionics ductwork and cooling fans.

In the Pro Line 21 upgrade the old CRT displays are replaced with modern LCD screens – screens which again weigh less, take up less space, consume less power and produce less heat, all while offering greater flexibility in their use.

Rockwell Collins holds STCs for the upgrade to Dassault’s Falcon 50EX, Falcon 2000, and 2000EX, and nearly 30 other airframes ranging from propjets to long-range turbofans. The number of upgrades installed already runs near to 300.

Further, Rockwell Collins also offers its Pro Line Fusion avionics system as a retrofit display option from Hawker Beechcraft Global Customer Support (GCS) for Pro Line 21-equipped King Airs – with other Pro Line 21-equipped aircraft planned. The range of upgrade options offered by Rockwell Collins includes Integrated Flight Information System (IFIS), Synthetic Vision System (SVS) and Aircraft Information Manager (AIM) packages.

HONEYWELL’S PRIMUS ELITE ROCKWELL COLLINS’ PRO LINE UPDATE Thousands of aircraft fly with Rockwell Collins’ well-regarded Pro Line 4 system, and many of its components remain viable and efficient tools in the cockpits they occupy. But CRT screens are yesterday’s technology. Rockwell Collins sees this obsolescence as underpinning its Pro Line 21 upgrade package. www.AvBuyer.com

From another corner comes Honeywell, which boasts thousands of aircraft flying on old Primus 1000/2000/2000XP, SPZ8400/8500 and SPZ-8000 packages. With Honeywell’s Primus Elite retrofit package the operator can gain the benefits of LCD displays for showing charts and maps, XM satellite-based datalink weather, and hazardsensor display such as the video feed from an Enhanced Vision System (EVS) camera.

Aircraft Index see Page 4

▲

Gulfstream knows its customers, and the types of advances those customers want to see in new models out of Savannah. It obviously knows its customers well enough to know that some would prefer to keep flying the Gulfstream they already own as opposed to move up to a newer model – particularly if ‘moving-up’ simply procures the flight crew better capabilities.

With the Gulfstream’s PlaneDeck retrofit, any post-GIII model can be updated with almost all the latest technologies found on the newest models. Models eligible include GIV, GIV-SP, GV, G300 and G400 models.

The PlaneDeck upgrade replaces older instruments and CRT displays with new Honeywell DU-885 liquid-crystal screens, as well as other supporting hardware. The changeover adds new capabilities to the old aircraft, including XM satellite-based graphical weather, solid-state electronic charts, highresolution moving-map graphics and the ability to display video from other sensors, such as an Enhanced Vision System (EVS).

Through this upgrade older Gulfstreams can be put on a path to further enhancements, some of which will be required in the coming years. WAAS GPS (and those LPV approaches), RNP capabilities, ADS-B Out and ADS-B In, FANS 1/A datalink, and new weather and traffic detection systems can also work with the upgraded panel.

Managing the PlaneDeck panel on

“CRT screens are yesterday’s technology.

Rockwell Collins sees this obsolescence as underpinning its Pro Line 21 upgrade package”.

Southern Cross September 21/08/2012 11:59 Page 1

Aircraft Brokerage Aircraft Acquisitions Aircraft Sales Parts Sales

2007 Gulfstream G150 • s/n 227 545 TT • 263 TC • Airframe / Engines / APU enrolled on JSSI Tip to Tail • Stunning Cosmetics • FDR • Loaded w Options • Motivated Owner seeks Offers

Excess Inventory/ Surplus Sales MRO Services

Southern Cross Aviation Charlotte, North Carolina Fort Lauderdale, Florida London, England São Paulo, Brazil

2008 Gulfstream G200 s/n 187 • VP-BPH

2000 Hawker 800XP s/n 258464 • N810SC

740 TT • 400 TC • Engines on ESP Gold • Autothrottles • FDR • Jumpseat • SATCOM • Airshow • No Damage • One Owner Since New • Motivated Owner Seeks Offers

4400 TT • MSP • Full Jar Ops • New Paint • New Interior • Fresh 48 Month • X-Rays and Landing Gear c/w 6/2012 • Motivated Owner

2001 Learjet 45 s/n 178 • XA-JMF

2003 G200 s/n 71 • N458BN

4,100 TT • 3,700 TC • MSP • Dual FMS • FDR • Airshow • No Damage • Motivated Owner Seeks Offers or Trades

2500 TT • ESP Engines • MSP APU • Airframe enrolled on Planeparts • MSG-3 maintenance Program • Excellent Cometics and Pedigree• No Damage

2010 King Air 350i s/n FL-726 • N8126L

1994 Lear 60 s/n 27 • N271SC

ONLY 80 Hrs TTS • Raisbeck Wing Lockers & Dual Aft Body Strakes • Collins Proline 21 Avionics Suite • TCAS II • Tracked on CAMP • Warranties Include: Airframe-24 Months or 1200 Hours by Hawker Beech • Full factory warranties and transferable to Buyer

Only 2,980 TT • 2,280 TC • Engines on ESP Silver • One Owner since 1996 • Dual UNS1B FMS • TCAS II / HF Radio • 12 Yr & D Check due 7/2017 • Asking Price $2,195,000 • Located in Ft. Lauderdale, FL • Motivated Owner Seeks Offers or Trades

Contact: Pat Hosmann, Jr. Office: +1 (704) 990 7090 Cell: +1 (954) 591 4490 acsales@scross.com Peter Hosmann Office: +1 (954) 377 0320 Cell: +1 (954) 328 0935 acsales@scross.com

www.scross.com www.twitter.com/SCrossAviation www.facebook.com/SCrossAviation

ALSO AVAILABLE: 1981 King Air B200 - 6,900 TT, 5,700 TC, 1100 / 1100 SOH -42 engines, HF Gear, Ram Air, Body Strakes, No Damage 1993 Learjet 35A, s/n 674 -7,480 TT, Engines on MSP Gold, No Damage, 12 Year Inspection c/w 2004. Motivated Owner.

Plane Sense 2 Sept_FinanceNov 21/08/2012 14:08 Page 4

GULFSTREAM PLANEDECK RETROFIT

Primus Elite upgrades are available for a broad variety of Bombardier, Cessna and Dassault aircraft, among other types. Each package is tailored to the airframe.

GARMIN’S ‘G-WHIZ’ Retrofits from Garmin cover a wide range of business aircraft, from piston to turbine, and provide a variety of enhancements. For example, for aircraft eligible for the G1000 retrofit the gains include all new WAAS GPS sensors, VHF Nav and VHF Comm radios, plus traffic, weather and ADS-B compatibility. (King Airs are among the aircraft mostoften upgraded with the G1000 package.)

Downscale a bit, and more-limited packages for pistons to light jets exist via the G500 and G600. These units [the G500 for aircraft up to 6,000 pounds, the G600 for aircraft above that weight] replace only the flight and air-data instruments while adding the enhancement of a full-featured moving-map display in the same bezel. The packages also include solid-state air- and attitude-data sensors.

No changes are made to the radios and navigation system hardware – though Garmin offers equipment to handle those upgrades as well. Those radios would be the new GTN650 and GTN750 WAAS GPS navigators, Comm and Nav all-in-one packages.

As the successors to the GNS530’s and GNS 430s, the GTNs offer more inputs for weather and traffic sensors, integral terrain alerting, ADS-B Out compatibility – all of it controlled

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through touch-sensitive screen interfaces.

Garmin also offers some new ADS-B solutions that are self-contained – that is, with position sensors that aren’t available for navigation programming, while satisfying both the ‘Out’ mandate and the desire for ADS-B ‘In’ among many operators.

DASSAULT’S EASY II PACKAGE Dassault’s EASy II panel upgrade for Falcons delivers new systems aimed at improving safety and situational awareness. Among the enhancements included are Honeywell’s Runway Awareness and Advisory System (RAAS), Synthetic Vision System (SVS), Automatic Descent Mode (ADM), and XM Graphical Weather.

As with many of today’s upgrade options, the Dassault EASy II upgrade satisfies the coming requirement for ADS-B ‘Out’ as well as the future Controller/Pilot Data Link service bulletin.

ASPEN AVIONICS’ EVOLUTION The ‘Evolution’ revolution spans the field from piston to light jet aircraft through multiple packages that allow the replacement of two flight-data instruments with one pluginto-the-same-space Evolution 1000 PFD package; replacement of four instruments with the addition of the Evolution 1000 MFD companion; and the gain of a fully redundant package of flight, nav and air-data instruments – each with its own stand-alone backup power. www.AvBuyer.com

You could replace all six of the Standard ‘Six Pack’ by adding an MFD 500, at which point the cross-display options reach a staggering level.

Aspen also offers its own stand-alone stand-by instrument package to back up other EFIS stacks with a fully redundant combination PFD/MFD – also with its own stand-by power built in. The Aspen package’s low prices and low installation costs have made it hugely popular with operators of many an older airplane.

OTHER PLAYERS AND PACKAGES Universal Avionics offers the EFI-890 Panel Upgrade through STCs for more than 20 aircraft, among them the GIII, some early Falcons and more – and meanwhile, companies such as Duncan Aviation offer some packages of their own.

Innovative Solutions & Support provides Integrated Flight Management Systems (IFMS) and air data systems upgrades for several business aircraft, from the Eclipse 500 to the Pilatus PC-12 and beyond to the GIII and some BBJ models.

And this just hits the high points of what’s available and currently in shops.

Options from CMC Esterline in Canada are available based on the L-3 SmartDeck.

Ultimately, the bar never stops moving in this upgrade arena, with more aircraft being made eligible for more packages on an ongoing basis. Blink and you could miss something! ■ Aircraft Index see Page 4

Wright Brothers November 21/08/2012 12:01 Page 1

Wright Brothers Aircraft Title is a provider of aircraft title management and escrow services for all types of aircraft. Doing business both domestically and around the globe, Wright Brothers offers quick, personalized service from Debbie Mercer, always with the utmost of confidentiality. Available 24.7.365

Wright Brothers Aircraft Title 9075 Harmony Drive Oklahoma City, Oklahoma 73130 Telephone: (405) 680-9289 Toll-Free (within the US): (866) 217-5700 Fax: (405) 732-7457 e-mail: dmercer@wbaircraft.com

Title Search Title Clearing Escrow Services Registration Services Accident / Incident searches Preparation of Documents Domestic and International Services

Plane Sense 3 Sept_FinanceNov 21/08/2012 14:33 Page 1

Plane Sense on Cockpit Avionics

Supporting Your New Equipment Maintenance considerations for today’s advanced cockpits.

by Steve Watkins

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www.AvBuyer.com

I

n my early days as a mechanic, I could easily troubleshoot and repair all of the cockpit avionics systems. It was a simple process. If the unit was electrical, we would check to make sure it had electricity. If it was vacuum, then we would check to see if it had suction. The first required a volt/ohm meter check on the wire, the latter required looking at the vacuum gauge.

If the system required a source of power, then I would remove and replace the unit and the system was fixed. After 40 years of cockpit avionics changes, most of those wires no longer exist and have been replaced with power/data cables. Many corporate jet technicians today might not even know what a vacuum gauge looks like.

Troubleshooting and repair of today’s cockpit systems consist of determining if the problem is with an airframe component, or with a sensor that provides information, or in one of the boxes that collects and processes sensor information, or it could possibly be a problem with the software program that performs the processing.

If the problem can be isolated to an airframe component or a sensor, then a trained technician can repair the problem or replace Aircraft Index see Page 4

Plane Sense 3 Sept_FinanceNov 21/08/2012 14:34 Page 2

the sensor. If it is isolated to one of the processing units, then the component will need to be replaced with a repaired or new processor. If the problem turns out to be a software glitch, then it might take numerous calls to the manufacturer and several uploads, downloads, plus some testing, to solve the problem.

Today we have the EFD, FMS, EGPWS, TCAS/ACAS, ISS, weather radar, smartlanding, HUD and ADIRS systems in the cockpit, just to name a few. The only thing that I still recognize today from looking into these newer cockpits is the ELT (Emergency Locator Transmitter). All of these systems and their catchy acronyms create the need for extensive training, especially for the mechanics from circa 1970, like me.

qualified staff you need.

In my experience, it is a constant challenge to make sure technicians know the systems installed on an aircraft well enough to understand how they interact with all the other components for quick and cost-effective troubleshooting and repair. The bottom line is that it’s important that flight operations, no matter how big or small, invest in avionics maintenance training so the technicians can properly support the new equipment.

FIELD SERVICE REPRESENTATIVES

TRAINING Once all of these systems are installed on different communication platforms with different aircraft control systems, it can be confusing to say the least.

Adequate training is the only way a technician is going to understand how to not only turn on and operate the systems but also troubleshoot them effectively so they can correctly repair the component without wasting lots of extra time and money.

All manufacturers of these systems offer extensive training for the flight crews. The key question to ask when considering what new Cockpit Avionics System to install is what type of technical support and maintenance training is available. It is also important to find out how thorough the training is, where the classes are held and the duration.

Many Original Equipment Manufacturers (OEMs) offer internet-based maintenance training that can save on travel expenses.

Sometimes there are requirements for extra training on other manufacturer’s components due to the fact that they share information.

MORE AIRCRAFT TYPES = MORE TRAINING When operating several different types of aircraft with different avionics suites, more time and money should be set aside for training to cover all the different systems. If you take your aircraft to a maintenance facility it is important to make sure the technical staff is proficient on your avionics systems. It may be hard to find a shop that will train their team on your specific systems at their cost but it is worth asking the question. If they won’t consider this, then maybe it is time to shop around for another facility that has the Advertising Enquiries see Page 8

aircraft or avionics manufacturer to help solve the problem. Some of these updates also require a dedicated laptop computer with specific software installed to accomplish these complex uploads.

After each upload, testing is suggested or required to assure the database uploaded correctly and is functioning properly. I always suggest that data uploads shouldn’t be started unless there is ample time for an unexpected upload failure or two.

“ When operating several different types of aircraft with different avionics suites, more time and money should be set aside for training... “

I also recommend that the maintenance personnel utilize OEM Field Service Representatives (FSRs) to help solve avionics maintenance issues. These representatives may be people sitting in a cubical with a headset on, or they could be out in the field traveling to your location to assist with troubleshooting and repair.

The FSR will research the history of past failures in other aircraft and use it to help solve the problem by comparing other results found in similar aircraft with similar avionics components. Getting the FSR involved early can save many labor hours and the cost of component changes so it is well worth the effort and time to build relationships with these Field Service Representatives.

Modern day digital electronics and avionics systems are more reliable, and seem to last longer than the older analog systems while providing numerous benefits not even imagined back in the 1970s. But when you are budgeting for the costs of these units, be sure to include the additional technical training, maintenance equipment and labor hours for software updates, that are needed to operate your new equipment successfully.

SOFTWARE UPDATES

Steve Watkins is

Another area to research when considering new avionics is the cost of updating the software. Today’s cockpit electronics are more like a computer than an instrument and have very sophisticated software. This software needs to communicate with other components and is designed to prevent system failures. The navigation systems have approach plates, terrain maps, and other information that require database updates. Some of these updates are bi-weekly, monthly, or whenever the system manufacturer feels something needs to be changed.

A normal update can take anywhere from 1 to 3 hours to complete (if everything runs smoothly). It is not unheard of for a database upload to fail and require the process to be repeated, or require interaction with the

Technical Services Manager, Western Region for Jet Support Services, Inc. (JSSI).

Steve has been an A&P mechanic, IA and Private Pilot for over 35 years and was a Designated Mechanics Examiner in Wichita, KS and Long Beach, CA. He has also spent time as Director of Maintenance and Chief Inspector for various FAR 135 and FAR 145 operations, owned his own maintenance shop as well as instructed at an A&P technical school and is an active member of the AMT Society.

www.AvBuyer.com

Contact Steve at: SWatkins@jetsupport.com ■ WORLD AIRCRAFT SALES MAGAZINE – September 2012

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