Bca 201611

NOVEMBER 2016 $10.00 www.bcadigital.
com
Know Before
You Go
Page 67
Business & Commercial Aviation

PILOT REPORT
Gulfstream G500
DIGITAL
EXTRA
3x3CornerSnipeWithBleed.indd 1
Setting a new benchmark in technology
ALSO IN THIS ISSUE
Honeywells
Super-Midsize Powerhouse
Maintenance Malpractice
Solo CRM
Flying Universal Avionics InSight
Slippery Runway Season
10/13/2016 8:
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MAX SPEED: MACH 0.925 MAX RANGE: 5,000 NM MAX ALTITUDE: 51,000 FT
PARADIGM SHIFT
The expectations for business travel have been redefined. The all-new Gulfstream G500
is designed to cruise at Mach 0.90 for thousands of milesbecause when you fly
farther faster, you return home sooner to what matters most to you. Wide-cabin comfort
complements near-supersonic performance, making the G500 an aircraft truly optimized
for uncompromised travel.
SCOTT NEAL | +1 912 965 6023 | scott.neal@gulfstream.com | GULFSTREAMG500.COM

Theoretical max range is based on cruise at Mach 0.85 with eight passengers, three crew and NBAA IFR fuel reserves.
Actual range will be affected by ATC routing, operating speed, weather, outfitting options and other factors.
All performance is based on preliminary data and subject to change.
CONTENTS NOVEMBER 2016
11 INTELLIGENCE
24
Edited by William Garvey,

Jessica A. Salerno and
Molly McMillin
Keep up with all

the news and blogs
from BCA editors
like us on facebook
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Citation Longitude Makes

Maiden Flight
and follow us on twitter

twitter.com/avweekbca
First Falcon 8X Delivered to

Amjet Executive
Raisbeck Engineering Sold to
Acorn Growth Companies
General Aviation Aircraft in
China10,000 by 2020
NBAAs Annual Compensation
Survey Shows Across-theBoard Salary Increases
FEATURES
24
32
Pilot Report:
Gulfstream G500
Fred George
Patrick Veillette
The G500 is poised to seize

a sizable share of the large
cabin aircraft market.
An examination of
Universals operatorfriendly array of upgraded,
integrated and readily
understandable avionics
Slippery
Runway Season
Richard N. Aarons
DIGITAL EXTRAS
44
Flying Universals
InSight System
Aggressive application of
reverser causal in Delta
LGA accident
38
AviationWeek.com/bcacustomers
For the latest
developments, go to
www.bcadigital.com
Selected articles from BCA
and The Weekly
of Business Aviation,
as well as breaking news
stories and daily news
updates
James Albright
In the hangar, the doctor
is always in
58
With six applications, the

HTF7000 is dominating
the segment
Notebook:
58 DOM
Profile on Mark
Hes Mr. Hawker, and
ever ready to help
38
Business Jets President

David Longridge
David Esler
Mike Gamauf
Maintenance
Malpractice
Fast Five with Boeing
50 Honeywells
HTF7000
Jones
Tap this icon in articles in
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Consolidation Continues for

Europes Charter Operators
60 Solo CRM
Patrick Veillette
How to master automation,
communication, navigation
and systems when youre
a crew of one
DEPARTMENTS
7 Viewpoint
8 Readers Feedback
34 Accidents in Brief
68 Point of Law
70 On Duty
74 20/Twenty
87 Advertisers Index
88 BCA 50 Years Ago
ON THE COVER
Photo of the G500 courtesy
of Gulfstream Aerospace,
Savannah, Georgia
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44
72 BCA MARKETPLACE
Business & Commercial Aviation | November 2016 1
50
Editor-in-Chief William Garvey william.garvey@penton.com
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2 Business & Commercial Aviation | November 2016
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Helping Hand
Its hard to know its worth until you need one
THE SEASON WAS UPON US. INDIAN SUMMER IN ALL ITS GLORY:
leaf peepers, baseball playoffs, apple picking, tailgate parties.
And tropical storms. It was that last item that began to draw
more of my attention as the thing took clear form, swelling
and spinning slowing at first in the South Atlantic.
Our home is waterside and having lived through Sandy, I
well understood the threat that was gaining strength 1,500
mi. to the south-southeast. Soon it had a name Matthew
and then it began to unleash a fury of biblical proportion.
The images and damage reports from the Caribbean were
startling.
NOAA
Shortly after building into a Category 5 tempest north of

Barranquilla, Colombia, it made a hard right turn, savaging
Haiti, blasting Jamaica and eastern Cuba, pummeling the
Bahamas and then setting course straight for the flagpole by
my front door. Presently we were placing family albums and
treasures, important legal documents, clothes and traveling
provisions into our cars, taping the windows, bringing in the
porch furniture and potted plants, unplugging appliances and
filling bathtubs and plastic containers with fresh water. And
then we left, evacuees.
Never before had I abandoned my homestead in the face of
danger, leaving much of what wed all accumulated throughout our lives vulnerable to destruction. The emotions that
welled within ranged from anxiety and fear, to utter helplessness mixed with anger at my stupidity. How could I have put
my family in such a terrible situation?
We made our way 125 mi. inland where my brother and his
wife gave us welcome and shelter in their home, for however
long was required, they assured us. Yes, I am lucky to have
such family. We settled in, and waited. The Weather Channel became our tether, our deliverer of despair and hope as
www.bcadigital.com
Matthew kept coming north. By Saturday it seemed our worst

fears were about to be borne out, and all would be lost.
But the storms peculiar behavior skirting the coast
without making landfall continued. It inundated the cities
and suburbs, cleared out the dunes, filled rivers to overflowing and raked it all with furious winds. But it didnt deliver a
direct hit, and we dared to think: Maybe . . . just maybe the
place survived.
Thankfully, seemingly miraculously, it did. In fact, apart
from a few scattered roof shingles, nothing was broken, bent
or gone. It had survived the hurricanes wrath with seeming
aplomb.
My relief, though, was tempered by the images of flooded
places and displaced people nearby. Especially harrowing,
however, were those from the islands where the storm had
caused so much loss, devastation and heartbreak, particularly in Haiti, long the most blighted and long-suffering place
in the Western Hemisphere. Its poor inhabitants were no
more deserving of the awful assault upon them as I did my
salvation from it.
Fortunately, there are good people in this world who rush
in to help those in terrible straits, those unable to extricate
themselves from lousy circumstances. And the soldiers of
good often arrive by wings, large and small.
Not long ago, I was at a conference in which some business
and general aviation leaders were emphasizing to a television
reporter the good works undertaken by private and corporate
aircraft operators in response to disasters, medical challenges and the undeserved bad luck of strangers. Candidly,
I thought dismissively of the tack since those acts represent
such a miniscule percentage of the segments activity overall.
But since then, one such organization, the Veterans Airlift
Command (http://www.veteransairlift.org), came to my familys aid unhesitantly and to our great relief. That, combined
with my hurricane education in the true value of a helping
hand proffered at a time of need, has altered my view of the
importance of such missions by business and general aviation
pilots and aircraft.
Whether it involves an AERObridge Falcon (http://www.
aerobridge.org) delivering medicine to Haiti, an Angel Flight
Baron (http://www.angelflight.com) again transporting a
chronically sick child to treatment, a Wings of Hope (http://
www.wings-of-hope.org) Kodiak carrying crop seeds to a remote village, or a VAC Pilatus flying a weary, injured vet to a
reunion with his unit, each flight matters more than is readily appreciated by those not in need. And I salute such volunteers, all.
And while no one offered us a flight away from danger as
Matthew approached, I suspect the word had gotten around
that we had a pair of kayaks in the garage, just in case. BCA
Readers Feedback
FROM THE WEB
(Comments in response to: Operators
Survey: Cessna Citation M2, October, 2016,
page 22)
Name Recognition
Cessna proves, again, that its the

master of market adaptation. They keep
trying stuff, and when it needs changes
to meet competition or obvious emerging
trends, they tend to get right on it.
Of course, some of that is simply
because theyre the King Kong of general
aviation, with more resources, and an
established product line (and related
manufacturing tooling) thats already
more diverse and comprehensive than the
next two companies combined.
But some of that is simply Cessnas
generations-long historic attitude: Well
serve the market. Other manufacturers
have it backwards: We have great
airplanes so the market will serve us.
Thats one of the stupid notions that left
Hawker-Beechcraft a ruined hulk from
a once-great aircraft industry leader . . .
and has taken out many others.
Gulfstream adapts grudgingly, it
seems, but adapts. Embraer is showing
a determination (on a thinner budget) to
do the same. Small wonder that theyre
the industrys rising stars, but still welloutnumbered by Cessna Citations.
One dangerous flaw in the Cessna
corporate paradigm, however, is lifting
its ugly head:
The parent company, Textron, is
gradually rebranding all its fixed-wing
aircraft Cessna, Columbia (now
Cessna), Hawker and Beechcraft as
Textron Aviation.
Traditionally in the general aviation
industry, thats the sign of very bad things
to come, as a corporate parent begins to
egotistically assert its superiority to its
subordinate divisions.
The effect is horrendously demoralizing
to the divisions (something widely
reported in Wichita among rank-and-file
staffers), and -- far more importantly
-- highly destructive to the individual
character that gave each brand its value.
The histor y of rebranding by a
GA corporate parent is littered with
wreckage:
A e r o C o m m a n d e r/ R o c k w e l l /
Gulfstream/Grumman (a string of
rebranding debacles that started with
That kind of domineering corporate insensitivity

to the enterprises, markets and workers upon whom they
depend is very predictably the beginning of bad,
bad things for the brands they control.
Avguide, via the Web
Aero Commanders aggressive acquisition of several other brands, and
ended with Gulfstream and Grumman
acquiring Jim Bedes old, ever-wandering
American Aviation brand)
Gates LearJet (the tire-and-rubber
corporate parent vainly stamping its
crude-products moniker in front of the
sexiest brand name in aviation, with a
consequent loss of brand credibility, and
worker pride).
Raytheon Aircraft (Raytheons foolish
and disastrous rebranding of Beechcraft
and Hawker aircraft, which was backpedaled only after the irreversible
damage was done)
That isnt unique to GA:
Boeing (the utter collapse of both
McDonnell-Douglas and Rockwell, once
acquired by Boeing, and coldly rebranded
Boeing, soon leaving Boeing with a lot of
costly-but-unusable assets).
Textron was a clever name for a
textile company which Textron originally was and it might have been for
a book-publisher, too. It is NOT for a GA
company, nor for any aviation enterprise,
and its increasingly-frequent stamping
on Cessna, Columbia, Hawker and
Beechcraft products suggests a callous
indifference to the aviation marketplace,
and to the distinguishing personalities of
each of these once-proud enterprises
all of whom are reporting deteriorating
worker morale under the increasingly
assertive, disrespectful and coldly
unsympathetic Textron regime.
That kind of domineering corporate
insensitivity to the enterprises,
markets and workers upon whom
they depend is very predictably the
beginning of bad, bad things for the
brands they control. A reason to think
twice about buying a brand name that
is gradually being eclipsed by that of its
pompous parent company.
AvGuide
A very encouraging article after all the
gloom and doom from Wichita.
The comment above by AvGuide is a
good cautionary tale, and worth keeping

in mind, though Im sure Textrons brass
wont be fazed by it. Is Textron really
intending to eliminate the Cessna and
Beechcraft brands?
Most importantly, congratulations
to the M2 design, certification, supplychain, tooling, manufacturing, and quality-assurance people for making the M2
a successful product.
F.W. Lanchester
Avguide, you said it all. Hate to see
this. Great comment.
caseydodd@sbcgl
By analogy, General Motors never
homogenized its acquisitions brandnames, but still had to abandon many of
their valuable divisions due to homogenized engineering.
harvard.newberr
(Comments in response to Assumed Safety
by James Albright, October 2016, page 36)
Justifying Bliss
Quoting Assumed Safety (October
2016): our passengers view can be
labeled as blissful ignorance or simply
a rounding error in the modern era of
aviation safety. It is up to us to justify
their assumption of safety by managing
the risks.
And if you search for the best
practices available in an effort to really
understand the risks involved, you can
better understand the choices available
to you.
Summation: Find out what causes
smoking holes in the ground; avoid same.
Mark Lincoln
This is an incorrect statement:
As published on a departure procedure.
In the United States, if IFR Takeoff
Minimums and (Obstacle) Departure
Procedures are published, pilots must
comply with the stated minimums. This
applies to all operators, even Part 91.
This contradicts A nswer 1 in the
article, which correctly states that
takeoff minimums do not apply to Part
www.bcadigital.com
91 operators. Further, ODPs are not

required for Part 91 operators unless
included in the air traffic clearance. What
may be smart or not is another matter.
wally@wallyrobe
Editor Response: The reader is correct
for airpor ts that do not have published
obstacle departure procedures (ODPs) and
weather minimums; a zero-zero takeoff is
certainly legal (but not wise). But if the
airport requires a departure under IFR and
does have an ODP, the weather minimums
apply to anyone operating under Part 97.
Even if you are operating under Part 91, while
IFR you are also operating under Part 97,
Standard Instrument Procedures. According
to paragraph 97.1: (a) This part prescribes
standard instrument approach procedures
to civil airports in the United States and the
weather minimums that apply to landings
under IFR at those airports. (b) This part also
prescribes obstacle departure procedures
(ODPs) for certain civil airports in the United
States and the weather minimums that apply
to takeoffs under IFR at civil airports in the

United States. All of those instrument
depar t ur e and appr oach pr oc e dur e s
ar e pr e s cr ibe d by Par t 97, S t andar d
Instrument Procedures. Just because
you are operating under Part 91 does not
exempt you from Part 97. James Albright
A s su med Sa fet y prov ides a n
interesting analysis but one that does
not address the biggest remaining
problems, which are pilots with poor
skills, or poor mental health. I think
that bringing back an old use for no
fly lists offers the biggest chance for
improvement.
Most airlines allow pilots to list
about three people with whom they do
not want to fly. If the same pilot shows
up on the lists of over half (or 3) of
their fellow pilots, it is the best reason
available to get rid of that person, and
companies should be allowed to do so.
The pilots sitting two feet from their
peers for 12 hours a day are the best
resource we have to identify those who

do not belong in a cockpit.
dja137@aol.com
Recent accidents show quite clearly
why the human pilots have limitations.
They have too many rules they need to
follow, too many outside factors to be
aware of. Aerodynamics of the specific
plane, The workings and interconnectivity
of cockpit instrument. (Do I disconnect
the autopilot if I order an espresso?)
I am reminded how early computers
were handled by specialists and how they
were not at all user friendly. It would let
non-specialist do their important jobs.
H4rdcor3
If you would like to submit a comment on

an article in BCA, or voice your opinion on
an aviation related topic, send an email to
jessica.salerno@penton.com
or william.garvey@penton.com
Ensure availability. With our reliable

maintenance services.
RUAG Aerospace Services GmbH | RUAG Aviation | Business Aviation
Munich Executive Airport | 82231 Munich-Oberpfaffenhofen | Germany
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INTELLIGENCE
EDITED BY WILLIAM GARVEY,

JESSICA A. SALERNO AND
MOLLY MCMILLIN
william.garvey@penton.com
jessica.salerno@penton.com
molly.mcmillin@penton.com
NEWS / ANALYSIS / TRENDS / ISSUES
THE CITATION LONGITUDE, CESSNA AIRCRAFTS entrant into the super-midsize

business jet category, flew for the first time Oct. 8. The flight from Beech Field on Wichitas east
side where the aircraft was assembled occurred less than a year after the jet was publically detailed. Todays successful first flight of the Citation Longitude was performed exactly as we anticipated, said Scott Ernest, president and CEO, Textron Aviation. Our product development process
is second to none and allowed us to move smoothly from unveiling the Longitude last November,
to the first flight of the prototype in
just 11 months. This milestone not
only showcases our continued commitment to investing in new products to meet market demand, but
also our focus on investing in our
development and production processes to bring the aircraft to market quickly without compromise.
During the 2 hr. 2 min. flight, test
pilots Ed Wenninger and Stuart Rogerson tested the prototypes flaps, landing gear, pressurization systems, stability and control. The aircraft will continue to expand the performance envelope,
testing flight controls and aerodynamics, while the first production model, set to fly in the coming
weeks, will be primarily used for systems testing. The aircraft features a Garmin G5000 flight deck
and is powered by FADEC-equipped Honeywell HTF7700L turbofan engines with fully integrated
autothrottles. It offers a full-fuel payload of 1,500 pounds, a maximum cruise speed of 476 kt.
and a high-speed range of 3,400 nn.
Jet-A and Avgas

Per Gallon Fuel Prices
October 2016
Jet-A
Region
High
Eastern
$7.79 $3.90
$5.52
New England
$6.93 $3.19
$4.70
Great Lakes
$7.65 $2.90
$4.95
Central
$7.37 $2.42
$4.17
Southern
$8.03 $3.49
$5.44
Southwest
$6.75 $2.70
$4.63
NW Mountain
$6.93 $2.90
$4.62
Western Pacific
$7.33 $3.40
$5.06
Nationwide
$7.35 $3.11
$4.89
Region
High
Eastern
$8.62 $4.50
$6.34
MEANWHILE, DAYS EARLIER CESSNA handed over a Citation M2 to Helitrip Charter,
New England
$7.45 $4.45
$5.51
which is leasing it to Catreus Ltd. a British charter operator. The delivery was significant since it involved the companys 5,000th light jet, a figure unmatched by any other manufacturer.vCessnas
innovative spirt transformed the light jet segment, noted Kriya Shortt, senior vice president,
Sales and Marketing, and we continue to demonstrate our leadership in this segment by bringing
products to market that our customers want and need. Cessna has delivered more than 7,000
Citations to date, making the series the worlds largest business jet fleet. The first Citation entered
service in 1972.
Great Lakes
$9.26 $3.90
$5.92
Central
$7.71 $3.99
$5.27
Southern
$8.70 $3.50
$5.75
Southwest
$8.33 $3.30
$5.35
NW Mountain
$8.43 $4.58
$5.71
Western Pacific
$8.56 $4.45
$6.28
Nationwide
$8.38 $4.08
$5.77
DASSAULT AVIATION DELIVERED ITS FIRST FALCON 8X on Oct. 5 to long-time

Falcon operator Amjet Executive, marking the entry into service of the companys new top-of-theline, ultra-long range flagship. The delivery occurred at Dassaults Bordeaux-Merignac facility.
The 6,450 nm (11,945 km) Falcon received its EASA and FAA certification in June and, Dassault
noted, is entering service precisely on schedule, two years after it was first announced. Certification followed a month-long round-the-globe test campaign intended to ensure aircraft systems
would be fully mature and operational at service entry.To see our new flagship Falcon handed
over right on time in perfect operating order gives us immense pride, said Eric Trappier, Dassaults chairman & CEO. I am extremely pleased
to welcome the new Falcon 8X into our fleet, said
Amjet President, Abakar Manany, who was at the
controls for the delivery flight. As a pilot, I can
personally vouch for the remarkable handling and
piloting qualities of the big new trijet. Its superb
performance and cabin comfort will allow us to fill
an ever wider range of needs and missions for our
exceptionally demanding clientele.
www.bcadigital.com
Low
Average
Avgas
Low
Average
The tables above show results of a fuel price survey

of U.S. fuel suppliers performed in October 2016.
This survey was conducted by Aviation Research
Group/U.S. and reflects prices reported from
over 200 FBOs located within the 48 contiguous
United States. Prices are full retail and include all
taxes and fees.
For additional information, contact Aviation
Research/U.S. Inc. at (513) 852-5110
or on the Internet at
www.aviationresearch.com
For the latest business aviation

news and information, visit
www.bcadigital.com
INTELLIGENCE
TRU Simulation Expanding
TRU Simulation + Training has entered the second phase of expansion

for its Pilot Training Center in Lutz,
Florida. It is enlarging its facility by
30,000 sq. ft. to accommodate four
additional fight simulators in order
to diversify its training programs.
TRU Simulation is a Textron Aviation
company headquartered in North
Charleston, South Carolina.
Embraer Cuts Brazil Workforce
Embraer is cutting 1,463 employees from its workforce in Brazil as it

moves to reduce costs in the midst
of a challenging market. The departing workers represent 99.5% of those
who applied for a Voluntary Dismissal
Program, the company reported.
Employees who work for Embraers
business jet and commercial aircraft divisions in Brazil were eligible
for the voluntary buyout program,
announced to employees Aug. 8.
However, its manufacturing site in
Melbourne, Florida, was not affected.
In July, Embraer said it was adjusting
its annual business aircraft delivery
forecast downward for this year due
to a more diffcult than expected
market, and took 10 deliveries out of
its forecast. It said it also expects to
carry fnished aircraft inventory socalled white tails into 2017.
DAHER RECENTLY COMPLETED ITS 800TH TBM single-engine turboprop, a

TMB 930 that rolled off the companys assembly line at
Tarbes-Lourdes-Pyrenees Airport in France. The 700th
unit, a TBM 900, was completed two years ago. The original model, a TBM 700, entered production in 1991; it
became the first civilian pressurized single-engine turboprop to earn certification. The 800th aircraft is destined
for Elliott Aviation in Des Moines, Iowa. Elliott is an authorized TBM distributor for North Dakota,
South Dakota, Nebraska, Minnesota and Iowa.
THE LONG-RUNNING FIGHT OVER SANTA MONICA MUNICIPAL AIRPORT

(SMO) entered a new phase recently when FAA initiated an investigation requiring the city of
Santa Monica, California, to explain its rationale for issuing eviction notices to two FBOs at the
key business and general aviation facility after the municipality declared its policy included
closing the place. The Santa Monica City Council passed a resolution Aug. 23 to shut down the
airport as soon as legally permitted. It also directed city staff to replace existing fuel vendors
with a city-operated entity and cease the sale of leaded avgas. And it served 30-day eviction notices to Atlantic Aviation and American Flyers Flight School, giving them until Oct. 15 to vacate.
Both businesses filed emergency requests with
the FAA to halt the process. The National Business Aviation Association applauded the FAAs
actions. The FAAs response reflects concerns
about the citys actions, said Stacy Howard,
NBAAs Western regional representative. While
federal regulations may allow the city to operate its own FBO, Santa Monica is certainly not
prepared to provide an equivalent level of service by Oct. 15, she said. It is also unlikely the
city would ever do so in a manner beneficial to the airport and its aviation users.The FAA also
issued subpoenas that require city representatives to appear before it and provide information
about its plans to replace the functions of the FBOs and fuel that can be used by all aircraft on
the field. A separate complaint addresses the citys mishandling of airport finances and failure
to offer new leases to aviation-related businesses on the field, the NBAA said. The 227-acre
Santa Monica Airport has about 269 aircraft based on the field and an average of 452 aircraft
operations a day.
EVEN AS ITS ALL-NEW G500 AND G600 advance toward certification and delivery in 2018 and 2019, respectively, Gulfstream has announced it will cease production of
the G150, the smallest aircraft in its lineup. The announcement ends a ten-year production
run; the last G150 will be delivered in mid-2017. In this years first half, Gulfstream delivered
15 G150 and G280 aircraft, flat compared to the first half of 2015, according to the General
Aviation Manufacturers Association. Gulfstreams
fleet includes nearly 120 G150s and comprises
operators in the U.S., Canada, Central America,
South America, Europe and Asia. It is certified in
more than 45 countries. The G150 still remains
an important part of Gulfstreams business, says
Mark Burns, president of Gulfstream Aerospace.
The companys product support organization will
continue to serve G150 owners and operators. It
will make sure there are enough parts, tooling,
sustaining engineering and personnel available to support the fleet, he says.
www.bcadigital.com
WELCOME TO OUR WORLD
As a naval aviator, test pilot and astronaut, Mark Kelly has been
recognized for his courage and determination. A true pioneer,
he appreciates the innovation, craftsmanship and utility of the
Exospace B55, the first Breitling connected chronograph. This
multifunction electronic instrument, powered by an exclusive
COSC chronometer-certified caliber, reinvents the connected
watch by dedicating it to the service of aviation professionals.
Performance, functionality, and reliability. Welcome to the world
of tomorrows technology. Welcome to our world.
B R EI T LI N G. C O M
INTELLIGENCE
Sterling Acquires Destin Jet,
Forms FBO Network
The Sterling Group, a middle market

private equity frm based in Houston,
has acquired Destin Jet and formed
a new fxed base operator network.
The Destin FBO, located at Destin
Executive Airport in Destin, Florida, is
the frst location of the new network.
Chad Farischon and Tyson Goetz, former members of the Trajen and Landmark Aviation management teams,
will head the network and its buy
and build strategy. The two have
purchased more than 50 FBOs during their careers. Sterlings management is actively seeking acquisitions
in North America. Sterling has more
than $2.4 billion in assets under
management.
Rockwell Collins Flight Deck

for 400X/XP
Nextant Aerospace, which builds the

400XTi, and Constant Aviation, which
offers maintenance, repair and overhaul services, have partnered with
Rockwell Collins to offer a Next Gen
fight deck package for Beechcraft
400X/XP aircraft. The Pro Line 21
fight deck is ADS-B compliant and includes four displays, synthetic vision
and a newly designed glare shield as
standard features. The fight deck is
available as a stand-alone upgrade at
a price of $399,995 this year.
ACORN GROWTH COMPANIES, AN OKLAHOMA CITY-BASED private equity

firm, announced Sept. 26 that it has acquired Seattlebased Raisbeck Engineering from Founder and Chairman James D. Raisbeck. Founded in 1982, Raisbecks
company has developed dozens of modification systems for general aviation, utility and jetliner aircraft. It is best known for its Beech King Air systems,
including enhanced efficiency propellers, drag reduction wing leading edge modifications, aft
stabilizing ventral fins, fully enclosed main landing gear doors and extended
capacity nacelle wing lockers. Raisbeck, who recently turned 80, will remain
as chairman and chief creative muse, roles he has played for 35 years. CFO
Tony Armstrong assumes the role of interim CEO, with other members of the
management team remaining in place. We decided to partner with Acorn
Growth Companies because we strongly believe that together we can continue to build on our legacy of delivering innovative products while growing
our footprint beyond the markets we serve today, Raisbeck says. Raisbeck
Engineering will continue to operate as a distinctive brand, similar to Acorns
other companies. Acorn invests exclusively in aerospace and defense companies, including composites manufacturers, nondestructive testing firms and FAR Part
145 repair stations, among many others, through a series of private
equity funds. Raisbeck Engineering is the first company to be acquired through a fourth private equity fund, with Congruent Investment Partners, Independent Bankers Capital Fund, Omega Capital
and Arvest Bank as participants. Conscious of his age, Raisbeck
elected to sell the firm to ensure its continued success after he retires sometime in the future.
GOGO IS OVERHAULING ITS GROUND-BASED CONNECTIVITY system over the

U.S. and Canada to bring inflight speeds in line with its satellite-based offering. According to
Chief Technology Officer Anand Chari the latest upgrade, targeted at the business and regional
jet markets, is expected to enter commercial service in 2018. The upgraded system is expected
to raise peak speeds to more than 100 megabits per second (Mbps) per aircraft, which is
also the speed it eventually plans to offer on its newly launched 2Ku satellite-based system
in 2017. The inflight connectivity market has changed significantly since Gogo first launched
its air-to-ground (ATG) system in 2008. Although it introduced an update to that technology in
2012 that boosted peak speeds from 3.1-9.8 Mbps, Gogo
and several other industry players have been offering even
faster speeds through satellite links. But Gogos 2Ku system
requires an antenna that is generally too big for smaller aircraft so regional and business jets can benefit from the ATG
upgrade. To achieve such higher speeds with ATG, Gogo will
use unlicensed spectrum, compared to a minimal amount
of licensed spectrum it can use for its network today. The
company had hoped that the U.S. government would make it more available, Chari said, but
We waited long enough and we didnt want to wait longer. Chari believes existing and new
customers will be interested in the improved ATG system and estimates some 9,000 or more
business jets and RJs in North America could eventually equip.
THE NUMBER OF GENERAL AVIATION AIRCRAFT IN CHINA will total 10,000 in

2020, according to a new research report called Development and Market of General Aviation
in China 2015-2020. That includes 7,500 fixed-wing, 2,000 helicopters and 500 other general
aviation aircraft. The industry compound growth rate will total 30% and the market size will hit
$225 billion, the report predicts.
www.bcadigital.com
INTELLIGENCE
Bombardier WAVE Internet Now
Option on Global Aircraft
Bombardier WAVE (Wireless Access

Virtually Everywhere) Ka-Band highspeed internet is now available for
Global business aircraft at all Bombardier Service Centers, the company
said. Bombardier was awarded a supplemental type certifcate for installation on all Bombardier Global 5000
and Global 600 aircraft and previous
Global aircraft as a retroft, the company said. A Global 5000 aircraft was
the frst customer aircraft to feature
a retroft installation of the Bombardier WAVE at Bombardiers Singapore
Service Center.
NTSBs Robert Sumwalt Winner

of Safety Standdown Award
Robert Sumwalt from the National
Transportation Safety Board is the
winner of Bombardiers 2016 Safety
MARK MAKELA/GETTY IMAGES
Standdown Award, presented at the

event, held Sept. 27-29 in Wichita.
Sumwalt was nominated by his peers
for his commitment to aviation safety
and efforts to develop more robust
safety programs within the aviation
industry. Safety Standdown was attended by 475 aviation professionals.
CITING SLOWER BUSINESS JET ENGINE aftermarket shipments and defense

and space business declines, Honeywell International announced early last month that it
expected to report up to 2% lower core organic sales for the third quarter of 2016. Moreover,
company executives said they expect the business jet sector specifically to worsen in 2017, in
part due to flagging emerging markets that depend on oil sales and because of Chinas ongoing anticorruption campaign. In business jet and general aviation trends, Honeywell spotlighted
mid-to-large cabin declines, used inventory rising, slowing orders and production rates, and
flight hours remaining flat-to-down through next
year. Aftermarket slowing considerably, said a
presentation slide. (See Honeywells SuperMidsize Powerhouse, page 50, this issue.) The
comments about business aviation play into others expressed recently. For instance, Kent Statler,
Rockwell Collins commercial systems executive
vice president and COO, said in July that macroeconomic factors continued to impinge on the
sector. Market weakness pervades across all cabin sizes, he said. There are fundamentals in
the market that are just going to have to get flushed through, he said, adding that 2017 is not
going to get much better. Likewise, Cowen and Co. analysts told investor clients in October that
business jet whitetails remained an overhang for avionics provider Rockwells own fiscal
2017. All in, we estimate that Rockwells business jet/regional jet host platform deliveries will
be flattish in 2017; but Rockwells shipments likely will be off since it takes manufacturers 3-6
months or more to adjust supply chains, and most expect to exit 2016 with some whitetails,
Cowen said. So even if deliveries are flat next year, manufacturers expect to produce fewer
planes to pare excess inventories, Cowen explained. The good news is that once the inventory
correction has run its course, Rockwells shipments should snap back nicely, particularly if bizjet
deliveries pick up by late 2017, Cowen added.
THE CONSOLIDATION OF EUROPES BUSINESS AIRCRAFT CHARTER operations continues apace. The most recent pairing is the takeover of UKs Blink by Wijet of France.
The combo creates a single fleet of 15 Citation Mustang light jets. The move, while significant,
pales where compared to those of Luxaviation, which has combined Execujet, Fairjets, Masterjet, Unijet, Abelag and London Executive Aviation and has shaped the continents industry in
recent years. Corentin Denoeud, Wijets co-founder and CEO, maintains that this latest acquisition should be seen as a merger in which two companies are going to keep the best of each other. And
while only the Wijet name (pronounced wee-jet) will
continue, it will be Blinks British air operators certificate (AOC) that will survive since Blink operates nine
of the 15 total aircraft. A single AOC makes it much
easier to have every pilot allowed to fly every aircraft,
Denoeud says. The new entitys offices for day-to-day
operations will be at London Blackbushe airport. Paris will be a back office. Maintenance will be
conducted in Genoa, Italy workshop is expected to help cut costs by 30%. A go-team will be created for repairs at remote locations. The expanded Wijet will be run by two CEOs Denoeud and
Blinks Cameron Ogden. Salespeople will keep their areas of expertise. Blink is doing business
with brokers, while Wijet has direct customers in the corporate and leisure market segments.
Denoeud sees the merger as a stage in a longer-term growth strategy. By 2019, the fleet could
be 50 strong, he believes. A regular client since 2014 has been Air France, which Wijet has been
providing with a connection service for first-class passengers. A Wijet Mustang flies an average
600 hr. per year, the company says. Combining workforces is bringing the number of pilots to 55.
www.bcadigital.com
All of these names

have one name in common.
AgustaWestland Airbus Airbus Helicopters Bell Boeing Bombardier Cessna
Dassault Embraer GE Gulfstream Hawker Beechcraft Honeywell
MD Helicopters Pratt & Whitney Robinson
Rolls Royce Sikorsky Williams
Lower Maintenance Costs Higher Residual Value Global Support

JSSI is the leading provider of hourly cost maintenance programs covering virtually
all makes and models of business aircraft, engines and APUs, including helicopters.
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INTELLIGENCE
Blackhawk Offers King Air 350
Engine Upgrade
Blackhawk Modifcations has announced details of its new engine

upgrade for the King Air 350.
Blackhawk is developing the STC to
permit installation and operation of
the Pratt & Whitney 1,200-shp PT6A67A to replace the existing 1,050-shp
PT6A-60A. The program has been
branded the XP67A Engine+Upgrade.
Forecast performance improvements
include climb from sea level to the
service ceiling of 32,000 ft. in hot
climates in as little as 18 min., doubling the current rate of climb with
the PT6A-60A. Cruise speeds are
increased by as much as 37 kt. and
can settle in at up to 340 kt. if the
operator chooses to fy at maximum
engine power limits.
Operators desiring increased endurance and range can throttle back and
extend capabilities due to better specifc fuel consumption. We worked
very closely with Pratt & Whitney to
bring to market the best PT6 engine
model that will boost the King Air 350
to the next level, said Jim Allmon,
president and CEO of Blackhawk.
THE FIRST LEGACY 450 MID-LIGHT BUSINESS jet assembled in Embraers Melbourne, Florida, facility made its first flight in early October and is on track for delivery to a customer in December. It is the third business jet model to be assembled at the recently expanded
facility on the so-called Space Coast. The Brazilian manufacturer will begin assembling the
midsize Legacy 500 at the site beginning next year.
Embraer began assembly operations in Melbourne
in early 2011 with the entry-level Phenom 100 jet,
followed by the Phenom 300 in 2012. Since then,
Embraer has delivered nearly 200 Phenom jets from
the facility to customers in the U.S. and 12 other
countries. The Legacy 450 is also assembled in Sao
Jose dos Campos, Brazil. Meanwhile, the head-up
display (HUD) and enhanced vision system (EVS) for the 450 and 500 have earned certification
by Brazils civil aviation authority, the FAA and EASA. Embraer has combined the two systems
into its Embraer Enhanced Vision System, or E2VS. Combined with full fly-by-wire technology,
the Embraer Enhanced Vision System delivers innovation previously only available in a much
larger business aircraft, at a fraction of the price, said Marco Tulio Pelligrini, Embraer Executive
Jets president and CEO. Embraers E2VS is based upon the Rockwell Collins head-up guidance
system and its EVS-3000 enhanced vision system.
OFFSHORE HELICOPTER OPERATOR CHC has secured $450 million from investors
to rebuild the company once it emerges from Chapter 11 bankruptcy protection. With the injection, the company says it hopes to emerge from the court-supervised Chapter 11 process as
quickly as possible. After exiting Chapter 11, the company says it will have liquidity of more than
$400 million and access to $150 million of aircraft financing. CHC filed for Chapter 11 on May
5 after being heavily impacted by the reduction in demand for offshore helicopter operations
by oil and gas companies due to the fall in global energy prices. With so many of its helicopters
standing idle, CHC struggled to meet helicopter lease obligations. Through Chapter 11, the
company has been able to rid itself of around 90 leased aircraft, leaving it with a leaner fleet of
around 130. Among the aircraft being divested are 19 Airbus AS332 Super Pumas, 15 Sikorsky
S-76s, 20 Leonardo AW139s, 38 Airbus H225/EC225s and seven Sikorsky S-92s. Said Karl
Fessenden, CHC president and CEO, From the outset, one of our primary goals has been to
establish a smaller, more productive fleet of aircraft that provides the right aircraft at the right
time for our customers helicopter service needs. The $150 million aircraft financing capital
will come from the Milestone Aviation Group, one of the companies exposed to CHCs Chapter
11 filing. Milestone will provide CHC with modified terms on their existing leases and additional
helicopters at market lease rates.
WEST STAR AVIATION AND AVIATION FABRICATORS (AVFAB) are nearing completion of a cooperative effort to develop an STC for a belted lavatory modification for the Hawker
800 and XP series aircraft. The modification installation comprises the existing lav unit, a new
head bumper pad, modified sidewall necessary
to accommodate new brackets/belts, and the required ordinance sign and placards. Installation
and fabrication of the head bumper pad and sidewall mod will be provided by West Stars Interior
team. Installation is easily incorporated during a
scheduled airframe inspection. The belted lavatory modification was developed as a result of cooperative efforts between West Star Aviation
and AvFab, a seating and interior component provider and will be well received by Hawker operators everywhere, said Kendall Kreiling, Hawker Program Manager, West Star Aviation.
www.bcadigital.com
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schedule your ADS-B Out upgrade
INTELLIGENCE
Zetta Jet Adds Global 6000
Singapore-based Zetta Jet has added

a Bombardier Global 6000 jet to its
feet. The company took delivery at
Bombardiers completion center in
Montreal. will operate out of Zettas
North America hub in Los Angeles.
It is the frst Global equipped with
Ka-band high-speed infight internet connectivity. The aircraft was
equipped with Inmarsats Jet ConneX
(JX). Rockwell Collins is the service
provider and reseller of JX connectivity as part of its ARINCDirectSM offerings. The company is moving from
satellite connectivity on aircraft to
the creation of an airborne network.
Comlux Retrofits First Airbus

ACJ319 With Sharklets
THE NATIONAL BUSINESS AVIATION A SSOCIATIONS
annual compensation survey of members shows all Part 91 flight department positions enjoyed an increase in average salaries in 2016. For example, flight
attendants average salaries increased 10.8% over the past year to $92,702, one of the largest increases of the positions surveyed. For the first time, the survey has been formally internally audited for accuracy. The survey covered 16 different flight department positions.
All but one of the 16 positions also showed an average increase in salaries over the
past five years. Schedulers, for example, saw a 16.4% average increase in salaries over
the past five years, while a senior captains average compensation totaled $148,801,
up nearly 18% over the past five years. But the five-year trend for line service personnel
is down by nearly 10%, although the data shows average salaries increased over the past
year. For the first time, the survey has been formally internally audited for accuracy. The
surveys purpose is to help Part 91 flight departments evaluate salaries, make hiring decisions and benchmark their payroll and benefits against their peers in the industry, NBAA
said. The compensation of aviation professionals is important business, said Peter
Korns, NBAA manager of operations. This survey is an indispensable tool designed to help
flight departments and operators remain competitive in the business aviation environment.
The data covers 16 common Part 91 flight department positions, broken down by aircraft
type, corporate sales, number of aircraft in operation, U.S. region, size, years in the company
and other criteria. For the survey, 704 companies with 3,697 employees responded. Five percent of all the salaries were audited across all positions and held to a specified margin of error.
The average compensation of an aviation manager totaled $182,963 in 2015, up 8.7% over
the previous year. A chief pilots compensation averaged $138,653, up 6% over a year ago, while
a director of maintenance averaged $129,044, up 5.2% over last year. According to the latest
survey, a captain of a light jet at a U.S. Part 91 flight department averaged $89,918 in total
compensation in 2015, while a captain of a long-range jet averaged $173,340. An aircraft and
powerplant maintenance technician, meanwhile, averaged $92,865 in 2015 in total compensation. (Total compensation includes salary plus any bonus or overtime hours worked. It does not
include a valuation of benefits. The survey is available to NBAA members.
ON-DEMAND PRIVATE JET CHARTER OPERATOR XOJET AND JETSMARTER,

Comlux, The Aviation Group, has become the frst to retroft an Airbus
ACJ319 with Sharklets, the company
said. The sharklets give the aircraft
a fuel savings of up to 4% and a corresponding range improvement. The
retroft was performed by Tap Maintenance and Engineering as part of the
frst turnkey project managed by Airbus Corporate Jets. It also is the frst
on any version of the A319 aircraft.
They have been offered as an option
on all A320 aircraft in recent years
and are standard on all A320neo
aircraft. They can be retroftted on
existing A320 aircraft from s.n.1200
forward.
a private jet mobile marketplace charter consolidator, have formed a partnership, saying it
signals the continued evolution of private access. At the core of the partnership is an XOJETbranded mobile app, powered by JetSmarter, allowing XOJET program clients to book real-time
charter flights on XOJETs fleet. Additionally, XOJET clients can book shared charter flights, shuttle
flights by the seat, and take advantage of last-minute
deals via the JetSmarter app. JetSmarter members will
receive real-time availability and preferred pricing, booking through the JetSmarter app. XOJET has the largest
floating fleet of Challenger 300 and Citation X business
jets, it said. Through a network of ARG/US Platinum- and
Gold-rated partners, the Brisbane, Florida-based company can provide access to an additional 1,000 aircraft.
Through an app, JetSmarter says it has built a marketplace availability for the tens of thousands of idle planes and unused seats on the worlds private
jets as custom charters or individual seats. The alliance combines XOJETs service and flight operations with JetSmarters digital distribution capabilities. With it, XOJET has named JetSmarter
as the exclusive digital distribution channel for the companys fleet. In return, XOJETs program
clients will have access to JetSmarters offerings. It is the first time a private jet owner and operator has granted exclusive digital access to a technology player in the industry, the company said.
The result is an unparalleled supply of jets to clients of both companies.
www.bcadigital.com
V I S I T
U S
A T
N B A A
2 0 1 6
B O O T H
2 6 1 9
Still Independent.
Only Better.
Meet Josh & Julia Hochberg, Owners, Sonoma Jet Center

Is Signature Select right for you? Just ask Josh and Julia. Signatures marketing and
sales support has been outstanding, Josh says. We expected that. But we didnt
realize what a fantastic all-around partner we were getting. The Hochbergs are likely to
pull out photos of two brand-new electric tugs, loaned to them by Signature. Signature
delivered these to get us through a really busy month. It was our most successful
month ever. Beyond our wildest dreams. Follow Josh and Julias lead. Retain your
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FAST FIVE
INTERVIEW BY WILLIAM GARVEY
Questions for David Longridge

1
When the company launched the Boeing Business Jet in 1996, it was a 737-700
with a -800s wing. Since now a 787 can be so labeled, what is a BBJ?
Longridge: We define as BBJ any aircraft sold and supported through this office.
That support includes our involvement with contracting, completions and field
service. So, the BBJ lineup today involves 11 different Boeing models. And our
oversight includes government executive and special missions aircraft delivered
through Boeing Military, which technically becomes our customer. And, yes, that
includes Air Force One.
David Longridge
How do you go about finding customers and what are their profiles?
Longridge: Im happy to say they come to us. Its by word of mouth mostly among
owners and their friends. They find us; we dont find them. As for their profiles, when
BBJ began, we expected the customer base to be split evenly among corporations,
wealthy individuals and governments. As its turned out, however, about half our
sales have been to individuals, another 30% to governments and 10% each to
charter operators and corporations. Our airplanes are luxury products that are too
readily identifiable as airliners too many windows on the sides! for most corporations to feel comfortable operating them.
Most manufacturers of purpose-built business jets have yet to fully recover

from the post-recession slump. Is BBJ similarly affected?
Longridge: Not really, because our volume is so small. For example, Gulfstream has
delivered more G650s since 2013 than the 218 aircraft weve delivered since we
started in 1999. [Former BBJ President] Steve Taylor delivered 12 aircraft thats
huge just before I took over. I must remember to thank him for raising that bar.
But still, we did eight the following year, which was good. As a rule, we sell six to
eight green aircraft per year and deliver about the same number from completion
houses. So, while were not completely separate from the general market, we dont
see booms the way other business jet manufacturers do; but we dont see busts,
either. And were paid to keep the production going, so we dont take any back. But
we will try to help customers market their used aircraft.
Some airlines have signed for 100 aircraft in a single order and Boeings jetliner backlog now exceeds 5,500 airplanes. Why does the company even bother
with BBJs?
Longridge: When Phil Condit and Jack Welch [former chairmen and CEOs of Boeing
and GE, respectively] first conceived the BBJ, their vision was to introduce Boeing
aircraft to world influencers who do not normally see such a Boeing product and
interact with Boeing executives. And that vision has been borne out. In fact, theres
one world leader who was so enamored with his governments 787 that he collected the BBJ caps from the delivery crew and even wears them at international
gatherings. You cant buy exposure like that.
Do you think your airline colleagues get it?

Longridge: I hope so. But our mission and focus are entirely different from theirs.
The BBJ office which comprises between 50 and 60 people is the only part
of Boeing that sells airplanes to passengers, and often they are fundamentally
disinterested in the aircraft itself. So success involves unique complexities that we
understand. Were proud of that. BCA
President, Boeing Business Jets,

Seattle
In 1991, shortly after graduating with an engineering

degree from the University of
British Columbia, Longridge
joined Boeing where his father
was a senior sales executive.
While initially assigned to the
flight test engineering certification office working on the
737-500 and 777-200, he
later transferred to marketing
and then to the newly formed
Boeing Business Jet arm,
initially assigned to Amsterdam
and then to the main office at
Boeing Field. Following years
in commercial aircraft sales
in Europe, he was appointed
to his current position in
December 2014. He is a pilot
and part owner of a Cessna
180 along with Capt. Stephen
Taylor, his predecessor at BBJ.
TAP HERE in the digital edition

of BCA to hear more Fast
Five interviews or go to
aviationweek.com/FastFive
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Pilot Report
Gulfstream G500
Setting a new benchmark in business
aviation technology
BY FRED GEORGE fred.george@penton.com
isruptive change is one of the

worlds most overused terms.
But its appropriate when applied
to the Gulfstream G500, due for
service entry in 2018. This all-new aircraft flies higher and faster than almost
all current or known future competitors. Suddenly, cruising at a mere Mach
0.80 seems so 20th century. The G500s
economy cruise speed is Mach 0.85, the
new standard for most next-generation
large-cabin business aircraft, as well as
new long-range Airbuses and Boeings.
With as much as 5,000 nm of range
at that speed, the $44.65 million G500
can fly nonstop between Seattle and
Seoul, Los Angeles and London, or
Montreal and Montevideo. The longest
trips take less than 10.5 hr. to complete. And yet it flies those missions
on less fuel than any other business
aircraft cruising at Mach 0.85.
When pushed to its Mach 0.90 highspeed cruise (M MO is Mach 0.925), it
can dash between Paris and New York
in about 6 hr., depending upon seasonal winds at altitude. Indeed, it can
fly at that speed between any North
American and European cities that
are up to 3,800 nm apart.

The G500 will replace the G450 in
Gulfstreams product line and the contrasts between the two airplanes are
striking. While the G450 was a moderate, evolutionary step ahead in Gulfstream model development, the G500 is
a large leap forward in aircraft design.
This is the first pure Gulfstream in
more than half a century to be powered
by engines not made by Rolls-Royce.
Its the first production business aircraft to be fitted with Pratt & Whitney
Canada PW800 PurePower turbofans,
engines that share their cores with the
new hyper-efficient Pratt & Whitney
geared turbofans designed for commercial jetliners.
The PurePower engines are a prime
reason why the newest large-cabin Gulfstream flies 18% farther and almost 30
kt. faster than the G450 but with essentially the same fuel burn. The fuel
efficiency improvement also proportionately reduces carbon emissions. Smoke,
NO 2 and CO emissions are cut even
more because of the PW800s 30-year
newer combustor technology.
The G500 has 7 in. more cabin and
floor width plus 2 in. more height in the

center aisle than does the G450. The
windows are 16% larger than the G450s.
They are mounted higher on the fuselage
for better outward viewing and spaced
farther apart to add 7 in. to the length of
each seating area. The cabin altitude is
considerably lower, the seats and center
aisle are wider and interior sound levels
are even quieter.
Gulfstreams new model borrows heavily from technologies developed for the
manufacturers G650 flagship, including
elements of that aircrafts slippery, supercritical airfoil, 10.7-psi cabin pressurization, fly-by-wire (FBW) flight controls
and oceanarium-inspired cabin windows.
But the G500 is far from a scaleddown G650, even though it retains the
larger siblings relatively flat sidewalls
that are optimized for hip-, shoulderand head-room for seated passengers.
The G500s compound curve fuselage
cross-section has sharper radius sections at the top and bottom to create
the most usable improvement in cabin
cross-section for the least increase in
frontal drag compared to the G450.
The new aircraft features the Symmetry flight deck, Gulfstreams most
advanced cockpit to date and perhaps
the most advanced in all of business
aviation. Its the first civil aircraft to be
equipped with active sidesticks devices that are electrically back-driven
so that they appear to be mechanically
Similar to the G650, the G500s longrange cruise speed is Mach 0.85. Suddenly,
flying a Mach 0.80 seems so 20th century.
www.bcadigital.com
ASK FRED
Send your questions
about this article to:
fred.george@penton.com
linked. Move one and the other moves as

though the two are tied together. These
inceptors thus provide visual and tactile
feedback of cross-side and autopilot inputs to the flight controls.
Made by BAE Systems, these sidesticks provide a step up in situational
awareness from older style passive sidesticks because each pilot is immediately
aware of any inputs by the other or the
autopilot. The sidesticks also provide
stall warning stick-shaker tactile feedback. In the unlikely event that the active feedback system fails, the sidestick
reverts to a conventional passive mode.
Further, if theres input disagreement
between the two, priority goes to the
stick on the left.
Side benefits to eliminating the control yokes and columns include easier
cockpit access and more legroom
pilots can now cross their legs plus
there are now pullout trays that can support tablets, charts or a ham and cheese
sandwich. In addition, the removal of
control yokes and columns allows for
larger, more supportive seat cushions,
sans the cutout for the column and
which feature perforated leather rather
than shearling covers.
The aircraft also has 10 touchscreen
controllers that slash the number of
physical switches in the cockpit, automate many functions and provide redundancy to improve dispatch reliability.
These units have the intuitive graphic
user interface of tablet computers but
with fewer screen icons and much shallower menus. Gulfstream demo and
flight test pilots spent months refining
the functioning of the touchscreens,
including finger holds, so that theyre

easy to use in turbulence and not prone
to unintended actuation.
Deep Dive Into Details

The G500 is Gulfstreams marketing
name for what is formally the GVII
model type, and that will be the type
rating for both it and the longer G600,
whose first flight is imminent, with its
entry into service expected in 2019. The
aircraft will be certified to FAR Part 25
A1 A137, EASA CS-25 A13 and FAR
Part 36 A29.
Following Gulfstream tradition, highstrength aluminum alloys are used for
most of the airframe, with limited use
of steel alloy, plus stainless steel and titanium where needed for stress concentration or heat shielding. Composites are
used for the horizontal stabilizer, fairings, main landing gear doors, rudder
and elevators, nose and tail radomes,
rear pressure bulkhead and winglets,
among other areas.
The wing airfoil is adapted from that
of the G650, having 36 deg. of sweep at
quarter chord. Its a conventional supercritical design with a 0.87 to 0.88 drag
divergence Mach number depending
upon lift coefficient, among other variables. The wing is built in-house in a new
220,000-sq.ft. facility at the companys
Savannah/Hilton Head International
Airport (SAV) headquarters-manufacturing campus in Georgia, rather than
being outsourced as with past models.
T he f usela ge is a conventiona l
stressed skin, frame and longeron
semi-monocoque structure. It has a
non-circular cross-section using various radii resulting in an external 101in. width and 100-in. height. There is a
secondary pressure bulkhead between
the aft baggage compartment and cabin
with a pressure door that allows brief
periods of access to luggage when the
aircraft is flying above FL 410 within
minimal risk of inadvertent pressurization loss due to rotor burst. A design
change in 2016 added a seventh window to each side of the fuselage in the
aft cabin area. The 20.6-in.-wide-by28.1-in.-high oval transparencies are the
same as those in the G650 and they are
electrically heated to prevent fogging.
The tailcone section houses the Honeywell HTG400G APU, dual air-conditioning packs, hydraulic reservoirs,
main batteries and other equipment.
Similar to the G650, the G500 has
an electrically controlled, hydraulically
actuated, 3.0-ft.-wide-by-6.2-ft.-high
air-stair design main entry door with
lighted steps. Two of the seven windows
on each side of the aircraft are mounted
in 26-in.-high-by-32-in.-wide over-wing
emergency exits. The baggage compartment has a 2.9-ft.-high-by-3.3-ft.-wide
external access door below the left engine nacelle.
The G500s three-axis, digital FBW
flight control system is adapted and improved from that of the G650. It retains
the G650s left and right, dual-channel
28 VDC Thales flight control computers (FCCs) that host normal, alternate and direct law modes, along with
its separate three-axis backup flight
control unit that provides direct law
mode. The two FCCs average the inputs
PHOTOS GULFSTREAM AEROSPACE
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Pilot Report
from various inceptors and then send
commands to remote electronic units
(REUs) adjacent to the actuators. The
REUs then command movement of the
actuators and monitor the results, sending the feedback to the FCCs.
In contrast to the G650, though, the
G500s FBW system is simpler. The
G650 has 16 REUs, one for each of the
16 primary control surface actuators. It
also has a stand-alone horizontal stabilizer control unit. The G500, in contrast,
has eight multichannel REUs for the
primary control actuators, plus a ninth
REU that controls the horizontal trim
actuator. The REUs on the G500 also
have been relocated to provide easier
maintenance access.
The primary flight control surfaces
move by both conventional hydraulic
actuators and hybrid actuators that normally use aircraft hydraulic pressure
or self-contained 28 VDC electrically
-powered hydraulic pumps as a backup.
ground, the aircraft may be connected

to 115 VAC external power.
Normal AC loads include battery
chargers, heaters and some motors. But
most AC power is fed to five 250 amp,
28 VDC transformer rectifier units that
supply DC power for the majority of the
aircrafts electrical equipment. External
28 VDC power also may be connected
to the aircraft. Most transitions from
one DC source to another are no-break
power transfers.
Two 53 amp-hour 24 VDC NiCads in
the aft equipment bay provide power
to start the APU, operate the auxiliary
hydraulic pump and power the left and
right essential DC buses if no other
power sources are available. In addition
to the brains and brawn FBW emergency batteries, there are two 9-amphour emergency batteries to power the
left and right emergency buses that supply the left and right integrated standby
instruments in the glareshield, the
The 3,025-psi, dual-channel hydraulic

system has left and right engine-driven,
variable displacement pumps. The left
side operates the majority of the hydraulic functions, including the wing
flaps, landing gear, nosewheel steering, inboard wheel brakes and cabin
door. It has both a 28 VDC electrically
powered standby pump and a right-toleft power transfer unit to provide redundant backups to the engine-driven
pump. The right side operates the outboard wheel brakes. Both sides operate the primary flight controls. Each
side operates its respective thrust reverser. Similar to previous late model
Gulfstreams, the system uses synthetic
Type 4 or Type 5 phosphate ester fluid.
Should it be necessary, a storage tank
in the aft equipment bay allows either or
both hydraulic systems to be topped off
during layovers.
The landing gear feature trailing link
mains for smooth touchdowns, with
redundant brake-by-wire system and
multi-disc carbon heat packs. An autobrake system is standard. The parking
brake, powered by a hydraulic accumulator, doubles as an emergency brake
system. The speed-proportionate steerThe G500 shares the G650s sidewall
contours, 16% large oval windows and
105-in. long seating sections.
If both the aircrafts electrical and hydraulic power systems are inoperative,
a 28 VDC emergency battery powers
the flight control computer brains and
a separate 28-volt, 53 amp-hour emergency battery provides power to the hybrid backup actuators for brawn.
The wing flaps, with 0 deg., 10 deg., 20
deg. and 39 deg. positions, are actuated
by a hydraulic motor driving torque
tubes, gearboxes and jackscrews. The
trimmable horizontal stabilizer is electrically actuated.
The primary AC electrical system
has left and right 40 kVA, three-phase,
115/200 VAC, 400 Hz engine-driven integrated drive generators that provide
power to the split-bus distribution system. The APU powers a third 40 kVA,
three-phase, 400 Hz AC generator. If
all these power sources are unavailable in flight, a 15 kVA ram air turbine
generator may be extended to provide
emergency 400 Hz AC power. On the
IRUs, cockpit emergency lighting and

one VHF radio.
Two 3.5 KVA, 400 Hz to 60 Hz inverters, operating in active and standby
modes, supply 115 VAC for the galley and
cabin equipment. The aircraft also can
be hooked up to 115 VAC, 60 Hz ground
power, providing power for vacuum
cleaners and other household appliances.
The G500s AC and DC electrical
systems take greater advantage of a
secondary power distribution system
than does the G650. The units, known
as modular power tiles (MPTs), have
solid-state power controllers that function in part as virtual circuit breakers,
supplying about 400 nonessential electrical loads. The MPTs are controlled
through touchscreen controls in the
cockpit. The change halves the number of physical circuit breakers in the
cockpit. The touchscreen controls also
reduce by 70% the number of physical
switches in the overhead panel.
by-wire nosewheel steering system

has 41 deg. of steering authority available through the rudder pedals at taxi
speeds. For exceptionally tight maneuvering, the tiller, which has been moved
behind the left sidestick, provides up to
82 deg. of steering authority.
Similar to previous large-cabin Gulfstreams, all fuel is stored in left and right
wet wing tanks, which have a 4,306-gal.
capacity. Internal jet pumps transfer
fuel from the outer wing sections to inboard feeder tanks. Each feeder tank
has two DC boost pumps to supply each
engine. Accessible through the main
landing gear bays, the brushless DC
motors can be removed from and replaced on the pumps without draining
the tanks. Over-wing refueling ports
can be used to replenish the system, but
normally single-point pressure refueling
through a port near the right wing leading edge is used. Refuel quantity may
be selected either by means of a ground
service panel at the port or through a
touchscreen control in the cockpit.
The environmental control system
features 10.7-psi pressurization that
provides a 4,850-ft. cabin at FL 510 and
3,670 ft. at FL 430. At routine cruise
www.bcadigital.com
altitudes, cabin altitude thus seldom exceeds 4,000 ft. on most missions. All
cabin air is freshly supplied by dual
air-cycle machine packs. The system
has enough capacity either to warm the
cabin from -40C (-40F) to 27C (81F) or
to cool it from 50C (122F) to 24C (75F)
in less than 30 min. The system has
three-zone temperature controls, plus
enhanced cooling flow to the equipment
racks. Notably, the pressure recovery
outflow valve is on the side of the fuselage to ease access for removal and replacement without having to move the
right electrical equipment rack behind
the copilot.
All interior and exterior lights use
long-life LEDs, including landing,
taxi and navigation lights, along with
strobes, beacons, wingtip clearance,
recognition, logo, utility and ice inspection lights.
Ice protection systems are conventional. Windshields, side and cabin windows, along with air data probes are
electrically heated. The wing leading
edges and engine inlets use conditioned
bleed air for anti-icing.
The Honeywell HGT400G APU, a derivative of the RE220 with reliability improvements, can be started at up to FL
370 and operated up to FL 450. Due to
the proximity of the APU exhaust below
the right engine nacelle, APU operation
is inhibited when the right cowl is open.
Passenger Accommodations
As noted, the G500s interior offers 2
in. more headroom, 7 in. more width at
elbow height when seated and 8 more
inches at floor level than the G450. Net
available cabin length is 4.5 ft. longer
and net usable baggage volume is increased to 175 cu. ft.
Starting in 2014, Gulfstream convened multiple meetings of its G500
advanced technical customer advisory
team to determine how best to use the
additional space. Engineers and designers compiled 20 pages of feedback. As
a result, the overhead passenger service units were slimmed, switches were
redesigned with tactile feedback, the
sidewall arm ledges were lowered and
widened, and dozens more modifications were made to the cockpit and the
galley to make them more ergonomic.
The advisory group also suggested
changing the IFE monitor in the credenza from a pocket/pop-up design to a
fold-up/fold-down unit to increase available storage space in the monument.
Gu l fstrea m a lso bu i lt a CAV E ,
shor t for cave automatic v ir tual
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Symmetry Fight Deck

Powered by Honeywell
When pilots first belt into the cockpit of
the G500, theyll discover a Honeywell
flight deck that has little in common
with any Gulfstream theyve previously
seen or flown. BAe Systems active sidesticks replace the conventional control
yokes fitted to previous Gulfstream
models. Three large touchscreens on
the overhead panel replace more than
a dozen stand-alone switches. Only
critical functions that require immediate crew inputs have dedicated control
panels and switches.
The glareshield control panel is narrower, as several controls have been
integrated into the lower four touchscreens. The left and right 5-in. standby
displays, the largest display screens
yet used aboard a Gulfstream, also use
touch interfaces.
Each touchscreen control has 12
or fewer icons that provide access to
shallow menus for FMS, display control,
communications and audio, data link,
weather, checklist, cabin power and
secondary power distribution control.
The touchscreens also have tablet-like
swipe functions for quick ATC, flight
plan, notepad and phase-of-flight displays activated by top-down or bottomup, left-to-right or right-to-left finger
sweeps across the screen. Cursor control devices also are retained, but they
are not required for dispatch.
The four, por trait configuration,
14.1-in main display screens also provide much improved situational awareness for ground operations, including
PFD exocentric views of runways, taxiways, airport signs, hold short lines and
hot spots. The MFDs provide complementary birds-eye map views with similar symbols and signage.
Standard kit includes a left-side
Rockwell Collins HGS-6250 42-deg.wide -by-30 - deg.-high field- of-view
head-up display with third-generation
EVS having 640 x 512 pixel resolution,
a wider field-of-view and better IR camera performance. Also included are
triple IRS; triple FMS; four multifunction air data probes; dual SBAS GPS
receivers; triple VHF comm transceivers; dual navigation, transponder and
DME radios; dual E GPWS computers;
dual radio altimeters; and dual HF
transceivers, along with Honeywells
RDR-4000 IntuVue 3-D, solid-state
weather with 24-in. antenna; a single
ADF receiver; TCAS II system; and
multi-channel satcom system, plus
flight data and cockpit voice recorders
and an ELT.
Capabilities include ADS-B Out, FANS
1/A+ with CPDLC, weather uplink, aircraft health and trend monitoring that
transmits routine data via Wi-Fi or cellphone networks after landing. Higher
priority data is transmitted by means of
ACARS VHF or satcom radios. BCA
Pilot Report
environment, that allows customers
to don 3-D glasses and walk through a
virtual G500 interior. The virtual reality
system enables them to see and evaluate various layouts, equipment options
and seating arrangements, plus choices
of carpets, leathers, wall coverings and
cabinet finishes, prior to making final
selections for their aircraft interiors.
Customers told Gulfstream that they
wanted both forward and aft galley configurations, but a large majority is opting for the forward galley. All layouts
feature forward and aft vacuum lavs.
The cabins are designed for modular
assembly, typically with three, 105-in.long seating areas, each with two windows per side, as window spacing is 52.5
in. Each seating zone is 7 to 9 in. longer
than in a G450.
A typical three-zone layout might
include four, 27-in.-wide chairs in club
configuration in the forward cabin; a
four-place conference grouping with
20.3- to 21.7-in.-wide chairs in the center
flanked by either two 24-in.-wide facing
chairs or a credenza on the other side;
and two facing 27-in. chairs in the aft
cabin flanked by an 80-in. foldout divan.
Other modules are available but can increase both BOW and purchase cost.
The main entry door is electrically
controlled and hydraulically actuated.

There are control switches both in the
vestibule and the cockpit, so the pilots can open and close the door without leaving their seats. In the vestibule
area, there is a 10-in. touchscreen control that is identical to the four lower
touchscreens in the cockpit and controls
cabin lighting, temperature and cabin
management systems. Should one of the
four lower cockpit touchscreens fail, the
crew can replace it with the one in the
vestibule. Cabin equipment then would
be controlled from the cockpit or individual passenger control panels in the
sidewall armrests.
Galleys are split into left- and rightside modules with a sink and sink cover,
work surfaces, storage cabinets and appliances, along with tableware, food,
beverage and supply storage. The galley is fitted with LED work lights, an air
vent and a drop-down oxygen mask, plus
a flight attendant paging speaker and
seat belt/no smoking signs. Standard
galley appliances include an electric kettle and coffee makers, plus microwave
and convection ovens, along with a refrigerator, which can be installed above
or below counter height. Aisle, vestibule
and galley dome, effect, storage and accent lights are controlled by means of
GE Aviations
Data Concentration Network (DCN)
The G500s electrical distribution and data communication network is far more
advanced than in previous Gulfstreams. Taking advantage of the latest Avionics
Full-Duplex Switched Ethernet architecture, introduced on the Airbus A380 and the
latest military fighters, it uses distributive processing and ARINC 664 communications protocols to slash wire count, reduce weight, decrease power consumption,
boost reliability and increase system redundancy. Virtually every component on the
data concentration network (DCN) has a redundant communications link. There is
almost no risk of a single-point failure.
The design uses dual A664 switches on the left and right sides that function as
message receivers, data buffers and transmitters for the exchange of information
between 10 remote data concentrators spread throughout the aircraft. The RDUs
exchange data with various avionics, flight control and aircraft systems components, including four remote interface units in the aft equipment bay. In essence,
virtually every bit of data generated by each component is available to every other
component on the aircraft.
Upgrading to the DCN layout allows the third modular avionics unit to be eliminated and shrinks the volume of the right MAU by one-third, resulting in a slimmer
right electrical equipment rack behind the copilot and more usable cabin volume.
It also boosts the speed of data communications by nearly 1,000 times that of
ARINC 429. BCA
the touchscreen. A 115 VAC/60 Hz outlet

provides power for loose appliances.
In the main cabin, the modular overhead passenger service units (PSU)
house reading lights, drop-down oxygen masks and air vents, or gaspers.
The overhead panels also contain banks
of LED upwash and downwash lights.
The sidewall arm rails have individual
touchscreen controls, dual USB charging outlets and storage trays for personal items. Each console also has two
recessed cup holders, one of which can
secure a wine glass. There are storage
pockets below the foldout work tables
and conference area table.
For aircraft with the center cabin
conference grouping, the table may be
positioned to different heights for dining, easy egress and sleeping. If a credenza is installed on the opposite side,
it includes a 26-in. fold-up monitor, wine
bottle rack, storage for liquor miniatures, storage drawers with LED interior lighting and toe-kick lighting.
The aft cabin, when configured with
an 80-in. convertible sleeper divan,
can seat three full-time occupants. The
base seat cushion is 18 in. wide when retracted and 39 in. wide when extended.
The aft lavatory includes a vanity
with sink and hot and cold running water, solid counter top, vacuum toilet and
storage compartments. The overhead
panel contains an air vent, drop-down
oxygen mask, and reading and ordinance lights.
A secondary pressure bulkhead separates the lavatory from the 175-cu.ft.
aft baggage compartment. Conformal
30-gal. water tanks are mounted on
the right side while the external access
door is on the left. Notably, the door
counter-weight spring reels now are
flat mounted on the fuselage frames to
increase net usable baggage compartment volume. An internal door in the
aft lavatory provides full time access to
luggage, but it may not be left open for
more than 5 min. above FL 410 to meet
certification requirements.
Based on an assumed 46,600-lb. BOW,
the aircraft has a 1,800-lb. tanks-full payload. But customer options can inflate
BOW and thus reduce payload with full
fuel. The optional mid-cabin solid partition, with electrically operated pocket
door, that provides aft stateroom privacy
weighs 136 lb. Solid wood or stone veneer
flooring for the galley, vestibule and lavatories boosts empty weight by 125 lb. to
150 lb. And satcom Internet connectivity
and entertainment systems can add as
much as 250 lb.
www.bcadigital.com
Some G500 customers also note that

satcom IFE system technologies used
by passengers are expected to evolve
quite quickly before the first aircraft
are delivered.
Flying Impressions
In mid-September 2016, we flew G50072003, the third flight test article on its
66th mission, midway through its flight
test development program, to sample its
new technologies, evaluate its handling
qualities and spot check its performance.
G500 Chief Test Pilot Scott Martin
belted into the right seat as instructor
pilot and Senior Test Pilot Kevin Claffey
strapped into the jump seat as safety pilot. Back at the test consoles in the cabin,
flight test engineers Jason Kosloske and
Rachel Henry kept us on the test cards
and recorded thousands of flight test
parameters.
Strapping into the left seat, it immediately became clear that the G500s Symmetry flight deck shares little in common
with any previous Gulfstream. Dozens of
switches, knobs and buttons, plus at least
half the physical circuit breakers, have
been eliminated. The G500s new distributive processing, data concentration
network hosts dozens of virtual circuit
breakers for secondary power systems in
its modular power tiles. The Honeywell
touchscreen controls provide access to
those virtual circuit breakers and they integrate many systems control functions,
automating many tasks that formerly required pilot actions.
The touchscreens have no more than
a dozen icons. These provide access to
relatively shallow menus for communications, display, FMS, data link, avionics
and systems control. When data entry is
needed, its done on a virtual keyboard.
Martin insisted that the keyboard be
changed from the old-style ABCDEF
aviation format to the QWERTY format
used for consumer grade computers.
While the touchscreens have a comparatively intuitive user interface, pilots

accustomed to older design cockpits will
benefit from practicing with the devices
for each phase of flight at FlightSafety
Internationals Savannah learning center or at desktop simulators. Theyre
far from being airborne clones of consumer-grade tablet computers. Practice not only will familiarize pilots with
touchscreen functionality but will allow
them to adapt to the push-wait-release
icon activation conventions that Martin
and his team have created to prevent
inadvertent button pushes.
Flight planning on the touchscreen is
done by phase of flight, similar to Dassaults EASy or Bombardiers Vision
flight decks. But we found the touchscreen interface to be better for hand-eye
coordination than the cursor control format used by other manufacturers. However, the G500 also retains CCD units,
now relocated to the center pedestal.
Claffey already had programmed in
our flight plan prior to our entering the
cockpit, so Martin only had to call for
clearance as Gulf Test 6 and we started
the engines. Procedures for starting the
APU and engines are streamlined because several underlying processes, including switching on the anti-collision
beacons and fuel pumps are automated
through the touchscreens.
Once started, it became apparent that
the PW814GA engines are unequalled
for low noise and vibration levels. Even
with bare-bones thermal insulation in
the flight test aircraft, it was difficult to
hear the engines at idle in the cockpit.
Inside production aircraft, it should be
far quieter.
Looking down at the PFD and MFD,
theres much better situational awareness provided by the displays than on
older business aircraft. Most jets do a
great job of providing guidance to help
you land and take off but leave you blind
at the airport when taxiing to and from
the ramp in low-visibility conditions.

The G500s Symmetry flight deck
fixes that. The exocentric view on the
PFD looks like a videocam capturing images from 100 ft. above and behind the
aircraft. Ramp pavement, taxiways and
runways are depicted, along with structures, identification signs, hold short
lines and hot spots. A birds-eye display
on the MFD provides an equally detailed
overhead view of the airport diagram.
ADS-B In growth modes will add real
time-vehicular and aircraft traffic to
these displays in the future.
Taxiing the aircraft is easy. Zero fuel
weight with all test gear and flight test
crew aboard was 46,858 lb. With 10,000
lb. of fuel, our ramp weight was 56,858
lb., or 74% of maximum. The engines
produced sufficient residual thrust at
idle to move the aircraft without having
to touch the throttles. We deployed one
thrust reverser at idle several times to
hold down taxi speed. Deploying both
TRs at idle power helped decelerate the
aircraft and avoid riding the brakes.
There is ample nosewheel steering
authority through the rudder pedals for
most airport maneuvering. The tiller
only is needed for steering in tight quarters. But we still used it for most turns
because were accustomed to the positive steering control it provides.
During our pre-takeoff checks, both
Martin and I performed flight control
checks. We watched and felt as the sidestick controls mimicked inputs from
each pilot. From the immediacy and
precision of their actions, they could
well have been mechanically connected
rather than electronically linked. In
BCAs opinion, they provide a significant
improvement in situational awareness
from older passive sidesticks.
Our computed takeoff weight was
56,458 lb. Because the G500 was just
midway through its development program, full stall testing wasnt complete.
As a result, we used V speeds that were
Takeoff in Flight Test Article 3 on Flight
66. For fat stall speed safety margins,
computed V speeds and takeoff field
length were heavily padded.
www.bcadigital.com
Pilot Report
padded by at least 15%. That also increased takeoff field length by several
hundred feet, compared to a production
airplane.
Using flaps 10 deg., we set takeoff
speeds of 131 KIAS for the V1 go/no-go
decision speed and Vr rotation, 143 KIAS
for V2 takeoff safety speed and 162 KIAS
for the Vse final segment one-engineinoperative (OEI) climb speed. The padded speeds resulted in a 4,839-ft. TOFL.
Cleared for takeoff on Runway 10, we
advanced the power levers and engaged
the autothrottles. With a weight-to-thrust
ratio of 1.86:1, acceleration was quite
brisk. Initial pitch response to pulling
back on the sidestick was crisp but well
damped. Twelve seconds after beginning
the takeoff roll, we broke ground in less
than 3,000 ft., well before Taxiway C1.
The new active sidesticks have a nice feel,
soft on center and then more resistance
with larger control displacement.
The G500, similar to the G650, has
a speed stable flight control law. Nose
pitch changes in response to increases
or decreases in indicated airspeed. The
sidestick has two thumb controls. The inboard red button may be pressed to reset
roughly the trim speed to the aircrafts
indicated airspeed. The outboard, fourway trim switch may be used to make fine
adjustments to pitch trim. We found it

more convenient to use the red button to
reset trim to neutral with rapid changes
in indicated airspeed. As one might expect, the red button and four-way trim
switch also double as autopilot disconnect switches.
We climbed to FL 430, en route to the
W-139 warning area complex. During the
ascent, temperatures aloft varied from
about ISA+4C to ISA+11C. The air mass
cooled to ISA-9C near level-off. Using a
250 KIAS/Mach 0.85 climb profile, with
3 min. of intermediate level-offs at 10,000
ft. and FL 230 and a 30-deg. bank right
turn to stay in the assigned airspace, we
reached FL 430 in 22 min.
Because of turbulent air associated
with the approach of Tropical Storm
Hermitte, we could not get an accurate,
long-term measure of cruise performance. But we spot-checked it at three
points. At a weight of 55,000 lb. and in
ISA-8C conditions, the aircraft cruised
at Mach 0.85 or 478 KTAS while burning 2,300 lb./hr. Pushing up to Mach
0.90 or 507 KTAS, fuel flow increased
to 2,700 lb./hr. And nudging redline at
Mach 0.92 or 517 KTAS, fuel flow increased to 3,300 lb./hour.
During those cruise checkpoints, we
were impressed with the very low sound
Pratt & Whitney Canada PW814GA
Rated at 15,144 lb. thrust for takeoff up to ISA+15C, Pratt & Whitney Canadas
PW814GA is the most advanced general aviation turbofan in its thrust class. Up
front, it has a single-piece, wide-chord, 50-in.-diameter damper-less titanium fan
and a two-stage, axial-flow, low-pressure booster with single-piece rotors that are
powered by a three-stage low-pressure turbine.
The high-pressure section features an eight-stage axial flow compressor with
integrally bladed rotors on the first seven sections. P&WCs third-generation TALON
X provides a 33% margin to CAEP/6 nitrous oxide emissions limits and also produces the lowest smoke, unburned hydrocarbons and carbon monoxide emissions
in class. The two-stage high-pressure compressor features active clearance control
for improved efficiency.
The single-piece fan, booster stages and high-pressure compressor rotors contribute to the design stiffness of the engines rotating components, resulting in
exceptionally low vibration levels.
Overall bypass ratio is a modest 5.5:1. The aircraft has a long bypass duct and
a very deep fluted mixer nozzle to improve high-altitude thrust output and reduce
noise emissions. Gulfstream expects FAR Part 36 noise emissions to be at least on
par with those of the G650. BCA estimates maximum cruise thrust at FL 400, Mach
0.80 (uninstalled) at more than 2,200 lb. with a specific fuel consumption better
than 0.650 lb./lbf/hr.
Overall pressure ratio is 32:1 at takeoff. Basic engine weight is 3,975 lb., endowing the engine with a significant power-to-weight ratio improvement over the turbofans used on earlier Gulfstreams. BCA
levels in the cockpit. We also were impressed with the 3,670-ft. cabin altitude.
We then pulled the aircraft into a windup turn to check Mach buffet boundaries. It was buffet free up to 2.0 Gs, but we
couldnt probe absolute limits because of
flight test restrictions.
Descending back toward Savannah,
we had to keep icing in mind. We couldnt
penetrate the cold, wet cumulus clouds
because the aircraft is not yet certified for
flight into known icing conditions. So, we
took the long way around the south side of
the weather, then up the west side of the
storm cells.
During the descent, we checked pitch
response to gear, flap and speed brake
configuration changes. The FBW system
compensates for each of those conditions.
But as speed increases or decreases, pilot
trim inputs are required to maintain neutral sidestick forces.
Our first approach to Savannah was
the ILS Runway 10. Vref was 122 KIAS
and Vse was 157 KIAS, based on using
flaps 39 deg. for landing and flaps up for
the OEI final segment speed. Similar
to the takeoff V speeds, the landing V
speeds were heavily padded to assure
generous stall margins.
It was an ideal day to check HUD and
EVS III performance. Various cloud layers reduced visibility. But we were able to
spot the runway using EVS well outside of
unaided visual range.
This is going to be just an ILS to a low
approach and back to radar. And then
well do the simulated single engine,
Martin said.
Our second approach was a simulated
OEI exercise. We disconnected the autothrottle system. Martin pulled back the
right throttle to idle. The aircraft is easy
to control, but the autothrottle system
isnt available to hold the set indicated
speed if one engine fails. Unlike systems
installed in commercial jetliners, its
www.bcadigital.com
Unprecedented investment in iron

bird mockup, integrated test facility,
FlightSafety simulator and third-generation
Conceptual Advanced Simulation
Environment lab tools are being used to
assure product maturity before initial entry
into service in 2018.
limited to all-engine operations.

We flew the RNAV (GPS) Runway
10 procedure for the second approach.
We again used flaps 39 deg. While the
G500 has a full three-axis FBW system,
it lacks a P-beta, or yaw/roll compensation, function for OEI operations. P-beta
is part of other FBW systems, including the system installed in the Embraer
Legacy 450 and 500, as well as most new
jetliners with FBW controls.
However, the aircraft exhibits very
little yaw/roll coupling or dihedral effect, so small rudder inputs alone only
are needed during OEI approaches.
Single-engine go-arounds, though, require large-scale rudder pedal inputs
to counter sideslip. But rudder pedal
forces are moderate, thereby reducing
pilot workload.
Our final approach was a simulated
OEI landing, again using the RNAV (GPS)
Runway 10 procedure. We set autobrakes
to low. The touchdown was soft because
of the aircrafts long travel, trailing link
landing gear and generous ground effect. The six ground spoiler panels automatically extended and we deployed only
one thrust reverser in keeping with the
simulated OEI configuration. Keeping the
aircraft on centerline was no challenge
with very small rudder pedal inputs. The
aircraft slowed to taxi speed less than
halfway down the runway and we taxied
back to Gulfstreams flight test center at
the south end of the airport.
Conclusions? Similar to the G650,
this aircraft has such a natural, but wellmannered feel that it would be hard to
detect that it has FBW flight controls
instead of conventional controls. The
new active sidesticks provide such realistic tactile and visual feedback that they
appear to be mechanically linked. The
10 touchscreens reduce pilot workload,
slash the size of checklists by automating
systems, clean up the cockpit layout and
www.bcadigital.com
provide redundancy not possible with

conventional stand-alone switch, knob
and button controls. The exocentric synthetic vision system on the PFDs and
enhanced map views on the MFDs offer
a large leap forward in situational awareness when taxiing between runways and
ramps in low-visibility conditions.
Even more impressively, the G500
sets higher standards for cruise speed
and fuel efficiency, along with improved
passenger comfort, lower cabin altitudes and reduced interior sound levels.
Facing Up to the Competition

When comparing the G500 to largecabin competitors with the closest purchase prices, the aircraft excels in most
areas, except for its 1,800-lb. full-tanks
payload. Thats sufficient to carry nine
passengers, unless popular options including satcom IFE and Wi-Fi connectivity, plus the mid-cabin bulkhead and
pocket door, are installed. Such options,
among others, easily can add 400+ lb. to
accommodated in full flat berths in the

three seating areas.
High-speed cruise fuel efficiency appears to be a shortcoming, but the comparison includes a mismatch in cruise
speeds. This aircraft speeds along at
516 KTAS at high-speed cruise, while
others fly at 474 to 499 KTAS. At its 488
KTAS long-range cruise, the G500 is
faster than most competitors at their
high-speed cruise and it achieves better
fuel efficiency at that speed.
The G500 is a sporty performer, offering a balance of high cruise speed
with impressive fuel efficiency. Gulfstream has a history of delivering on its
empty weight, cruise speed and range
estimates.
This time, Gulfstreams engineers are
taking extra steps to assure they make
good on their promises. Theyve moved
several R & D tasks to the left on the
development plan. Theyre wringing out
systems, debugging software and exercising components in a full-scale iron
bird mock-up, in an integrated test facility, in the CASE lab and in FlightSafety
Savannahs G500 simulator. Theyve
worked with customers for more than
two years learning about their expectations for cabin management system
functionality, seat design, switch and
latch ergonomics, light placement and
interior space utilization. Theyve relocated components to assure
30-min., or less, removal and
replacement times for hundreds of line replaceable units
From the top: Flight Test
Engineer Rachel Henry, G500
Chief Test Pilot Scott Martin,
Senior Test Pilot Kevin Claffey
and BCAs Fred George.
aircraft empty weight, thereby reducing

tanks-full payload to 1,400 lb. Heavy catering and large quantities of beverages
can increase zero fuel weight by another
100 lb. or more.
However, the aircrafts 5,000-nm
maximum range at Mach 0.85 cruise allows it to be dispatched on most transatlantic missions with considerably less
than full fuel. Each 200-lb. reduction
in fuel quantity only reduces range by
40 mi. or so. The aircraft can fly more
than 4,200 nm while carrying 19 passengers and a flight attendant. On the longest overnight missions, its likely that
only a half dozen people would be in the
cabin, the maximum number that can be
and other items, thereby improving dispatch reliability

rates. Theyve increased most
scheduled inspection intervals to at least
12 months or 750 hr.
BCA believes that when the G500
reaches the market in 2018, customers
will encounter the lowest number of
surprises and disappointments of any
Gulfstream model introduction in decades, even with the aforementioned
caution about rapidly evolving satcom
connectivity.
As the worthy successor to the G450,
the G500 is poised to seize a sizable
share of the large-cabin aircraft market.
It embraces disruptive change and its
leap forward in 21st century technology
gives it the potential to stay in production for years to come. BCA
Cause & Circumstance
Richard N. Aarons
Safety Editor
bcasafety@gmail.com
Slippery Runway Season

Aggressive application of reverser causal in Delta LGA accident
BY RICHARD N. AARONS bcasafety@gmail.com
s w inter approaches in the
Northern Hemisphere, pilots
turn their thoughts to braking
action performance and procedures. And thats a good thing, according to the NTSB, because misuse of
brakes, thrust reversers, steering and
rudder can lead to runway excursions
or worse. Perhaps more important is
the lack of mutually accepted, objective
braking action reports.
Indeed, the Safety Board wants the
FAA and aircraft industry to develop the
technology to outfit transport-category
airplanes with equipment and procedures to routinely calculate, record and
convey the airplane braking ability required and/or available to slow or stop the
airplane during the landing roll.
If such systems are determined to
be technically and operationally feasible, the Safety Board wants the FAA
to work with operators and the system
manufacturers to develop procedures
that ensure that airplane-based braking
ability results can be readily conveyed
to, and easily interpreted by, arriving
flight crews, airport operators, air traffic control personnel, and others with a
safety need for this information.
The Safety Board has made similar recommendations in the past. The
Boards most recent statements arise
from its investigation into the March 5,
2015, incident at New Yorks LaGuardia
Airport when Delta Flight 1086, a Boeing MD-88, slid off the left side of snowcontaminated Runway 13, hit the airport
perimeter fence and came to rest with
the airplane nose on an embankment
overlooking Flushing Bay.
Twenty-nine passengers suffered minor injuries and the airplane sustained
substantial damage. Two pilots, three
flight attendants and 98 of the 127 passengers escaped uninjured.
The Safety Board determined that
the probable cause of this accident was
the captains inability to maintain directional control of the airplane due
to his application of excessive reverse
thrust, which degraded the effectiveness of the rudder in controlling the
airplanes heading.
Contributing to the accident, said the

Safety Board, were the captains situational stress resulting from his concern
about stopping performance, and his
attentional limitations due to the high
workload during the landing, which prevented him from immediately recognizing the use of excessive reverse thrust.
The captain and the first officer were
highly experienced MD-88 pilots. The
captain had accumulated about 11,000
hr. and the first officer had logged about
3,000 hr. on the MD-88/-90. In addition, the captain was previously based at
LGA and had made many landings there
in winter weather conditions.
So what happened here? How did the
airplane end up just feet from the water?
Heres the factual information from
the Boards investigation. At this writing, they were finishing up their detailed
report.
Flight 1086 was a regularly scheduled passenger flight from HartsfieldJackson Atlanta International Airport
operating under FAR Part 121. An
IFR f light plan had been filed. IMC
Delta Flight 1086 after it slid off the left side

of LaGuardias snow-contaminated Runway 13.
LEONARD J. DEFRANCISCI/WIKIPEDIA.ORG
www.bcadigital.com

prevailed at the time of the accident.
As they neared the New York terminal area, the flight crew was concerned
about the available landing distance
on Runway 13 and spent considerable
time analyzing the airplanes stopping
performance. The flight crew also requested braking action reports about
45 and 35 min. before landing, but none
were available at those times because
of ongoing runway snow clearing operations. The unavailability of braking action reports and the uncertainty
about the runways condition, said
the Safety Board, created some situational stress for the captain, who was
the pilot flying.
After Runway 13 became available for
arriving airplanes, the flight crews of
two preceding airplanes (that landed on
the runway about 16 and 8 min. before
the accident landing) reported good
braking action on the runway, so the
accident flight crew expected to see at
least some of the runways surface after
their airplane broke out of the clouds.
However, the pilots were surprised to
see that the Runway 13 surface was
snow covered a situation inconsistent
with their expectations based on the
braking action reports and the snow
clearing operations that had concluded
less than 30 min. earlier.
The snowier-than-expected runway,
along with the relatively short runway
Accidents in Brief
Compiled by Jessica A. Salerno
Selected accidents and incidents in
September/October 2016. The following NTSB
information is preliminary.
September 17 About 1918 MST, a

Cessna 182P (N20844) was destroyed
when it crashed into a residential
structure, following a reported inflight fire
near Gilbert, Arizona. The airplane was
registered to and operated by P & T Aerial
Services LLC. The commercial pilot was
seriously injured and the 4 passengers
sustained minor injuries. One of the two
occupants of the house sustained a
minor injury. It was VFR at the time of the
flight and no flight plan was filed for the
skydiving flight. The Cessna departed
length 7,003 ft. and the presence

of Flushing Bay directly off the departure end of the runway, most likely increased the captains concerns about
his ability to stop the airplane within
the available runway distance, which
exacerbated his situational stress, said
the Board. The captain made a relatively aggressive reverse thrust input
almost immediately after touchdown.
According to the Safety Board, the aggressive application of thrust actually
reduced the captains ability to control
the aircraft.
The Safety Board explained that MD88 reverse thrust settings are expressed
in the cockpit as engine pressure ratio
(EPR) values measurements of engine power (the ratio of the pressure
of the gases at the exhaust compared
with the pressure of the air entering
the inlet).
Both pilots were aware that 1.3 EPR
was the target setting for reverse thrust
on contaminated runways. As the captain applied reverse thrust and EPR
increased rapidly, his attention was focused on other aspects of the landing,
which included steering the airplane
to counteract a slide to the left and ensuring that the spoilers had deployed
(a necessary action for the autobrakes
to engage).
The maximum EPR values reached
during the landing were 2.07 on the left
engine and 1.91 on the right engine

both much higher than the target setting of 1.3 EPR. These high EPR values
likely resulted from a combination of
the captains stress, his relatively aggressive reverse thrust input and operational distractions, including the
airplanes continued slide to the left despite his efforts to steer it away from the
snowbanks alongside the runway.
All of these factors reduced the captains monitoring of EPR indications,
said the Safety Board. The high EPR
values caused rudder blanking [which
occurs on MD-80 series airplanes
when smooth airflow over the rudder
is disrupted by high reverse thrust]
and a subsequent loss of aerodynamic
directional control. Although the captain stowed the thrust reversers and
applied substantial right rudder, right
nosewheel steering and right manual
braking, the airplanes departure from
the left side of the runway could not be
avoided because directional control was
regained too late to be effective.
The damage to the airplane included
a shutdown of the intercom system,
which generated a confused situation
in the cabin as the flight attendants
attempted to manage the passenger
evacuation.
After an 18-month-long investigation,
the Safety Board issued a list of findings and recommendations along with
Chandler Municipal Airport (CHD) Chandler,

Arizona, at an unknown time. The airplane
was participating in the Gilberts annual
Constitution Fair, which involved an aerial
pyrotechnic display and four skydivers
parachuting into a predetermined drop zone
about 1 mi. northwest from the accident
site. According to one of the skydivers, as
the airplane arrived at the planned jump
area and altitude, about 5,000 ft. MSL, he
heard a loud noise and noticed damage to
the airplanes left wing. Shortly thereafter,
the skydivers successfully jumped out
of the airplane as its left wing became
engulfed with flames. The pilot radioed
a distress call and then egressed out of
the airplane. The airplane subsequently
crashed in a residential area about 4 mi.
from the north of CHD. Examination of the
accident site by the NTSB investigator-incharge revealed that the airplane struck
through the houses roof and a post-impact
fire consumed a majority of the airplane
and the interior of the house.
September 16 About 1715 PDT, a
de Havilland DH115 Vampire (N4861K)

was heavily damaged during an off airport
landing near the Reno-Stead Airport (RTS),
Reno, Nevada. The airplane was registered
to CB Aviation Inc., Ogden, Utah, and
operated by the pilot as a Part 91 flight. The
airline transport pilot, sole occupant of the
airplane, was not injured. It was VFR and
no flight plan was filed for the local air race
flight that originated from RTS about 9 min.
prior to the accident. The pilot reported
that he was participating in a Jet Class
Gold Race at the National Championship
Air Races, which consisted of six laps
around a closed racecourse. About 3.5
laps into the race, the pilot heard a loud
bang followed by wind noise and wind
within the cockpit. The pilot immediately
aborted the race, pitched up, and began
to slowly reduce power, trading airspeed
for altitude. The pilot said he assessed
all primary flight controls and trim, noting
no anomalies, however, noticed a crack in
www.bcadigital.com
its statement of probable cause. The

findings included these:
The flight crew was properly certificated and qualified. Flight crew fatigue
was likely not a factor in this accident.
The airplane was properly equipped
and maintained. There was no evidence
of any pre-impact structural, engine or
system failures.
The flight crewmembers uncertainty
about the runway conditions at LaGuardia Airport led to some situational
stress for the captain, who was at the
controls.
The flight crew was well prepared for
the approach and established landing
requirements that were consistent with
company policies.
Even though the flight crewmembers
observations of snow on the runway
were inconsistent with the expectations
that they formed based on the field condition information that they received,
their decision to continue the approach
was not inappropriate because the landing criteria had been met.
Although the runway was contaminated with snow, runway friction when
the accident airplane landed was sufficient for stopping on the available runway length.
The circumstances associated with
the landing, including the snowier-thanexpected runway, short runway length
and body of water off the departure
end of the runway, likely exacerbated

the captains situational stress and
prompted him to make an aggressive
input on the thrust reversers.
The captain was unable to maintain
directional control of the airplane due
to rudder blanking, which resulted from
his application of excessive reverse
thrust.
Even though the f irst off icer
promptly identified rudder blanking as
a concern and the captain stowed the
thrust reversers in response, the airplanes departure from the left side of
the runway could not be avoided because directional control was regained
too late to be effective.
The Safety Board also commented
on possible improvements to cockpit
actions in similar situations. Here are
some of those thoughts.
A solution to reliably limit reverse
thrust EPR values could benefit all pilots of MD-80 series airplanes.
A callout when reverse thrust exceeds 1.3 EPR during landings on contaminated runways could help avoid
rudder blanking and a subsequent loss
of directional control.
An automated alert could help minimize the possibility of reverse thrust engine pressure ratio exceedances during
the landing rollout.
This accident demonstrates the continuing need for objective, real-time,
airplane-derived data about runway

braking ability for flight crews preparing to land with runway surface conditions that are worse than bare and dry.
By not using its continuous friction
measuring equipment during winter
operations, LaGuardia Airport did not
take advantage of a tool that would allow
the airport to objectively assess the effectiveness of snow removal operations
on contaminated runways.
The FAAs airport winter operations
safety guidance is not sufficiently clear
about the timing and need for updated
runway condition reports, which could
result in flight crew uncertainty about
possible runway contamination.
The failure of the cockpit-to-cabin intercom and some training/SOP deficiencies created challenges for which the
flight attendants had not trained. This
situation troubled the Safety Board and
led to the following findings.
The flight and cabin crews did not
conduct a timely or effective evacuation
because of the flight crews lack of assertiveness, prompt decision-making
and communication and the flight attendants failure to follow standard procedures once the captain commanded
the evacuation.
The flight attendants were not adequately trained for an emergency or
unusual event that involved a loss of
communications after landing, and the
the right side of the canopy. In addition,

the pilot noted throughout the climb and
orbit that all engine gauges displayed a
normal indication as he set up for landing
on Runway 8. The pilot further stated that
he attempted two separate engine restart
procedures, with no success. The pilot
said he was unable to reach Runway 14 or
Runway 8, and elected to land in the open
desert north of the airport. Subsequently,
the pilot initiated a forced landing with
the landing gear and flaps in the retracted
position. As the airplane descended
through about 80 ft. AGL, the pilot turned
off the fuel and all switches in preparation
of the off airport landing.
the provisions of Part 91 as a personal

flight. It was VFR for the local flight that
departed without a flight plan from a private
grass strip at about 0800. According to
onboard video posted by the passenger
to his Facebook page, the airplane was
maneuvering near the grass strip, with
the student pilot in the front seat and the
passenger in the rear seat. The airplane
subsequently impacted into a cornfield
about 300 yards north of the grass strip,
which damaged both wings and fuselage.
responded to the accident, the airplane

was departing from Runway 28. The
airplane entered a steep left turn shortly
after takeoff. The airplane descended and
impacted terrain on the south side of the
airport about 100 yards southwest of the
grass airstrip. The airplane hit the ground in
an inverted attitude and the fuselage and
wings were crushed.
September 14 About 0915 EDT, a

Piper PA-11 (N4910M), crashed while
maneuvering near Arcanum, Ohio. The
student pilot and passenger were fatally
injured and the airplane was substantially
damaged. The Piper was registered to
and operated by a private individual under
www.bcadigital.com
September 11 About 1558 EDT, a

Piper PA-18 (N3286Z) was substantially
damaged when it impacted terrain
southwest of the Greenville Municipal
Airport (6D6), Greenville, Michigan. The
private pilot and passenger sustained
serious injuries. It was VFR for the personal
flight and a flight plan had been filed. The
flight was originating at the time of the
accident; the destination was unknown.
According to the FAA inspector who
September 9 About 1130 Alaska

daylight time, a float-equipped, de Havilland
DHC-2 Beaver (N91AK) was heavily
damaged during a collision with water,
following a loss of control shortly after
takeoff from Uganik Lake, about 35 mi.
west-southwest of Kodiak, Alaska. The
airplane was registered to Redemption,
Inc., Kodiak, and operated as Flight 43
by Island Air, Kodiak, as a VFR Part 135
scheduled commuter flight. Of the three
occupants on board, the commercial
pilot and two passengers all sustained
serious injuries. It was VFR and company

flight attendants decision to leave their
assigned exits unattended after the airplane came to a stop resulted in reduced
readiness for an evacuation.
This and other accidents demonstrate
the need for improved decision-making
and performance by flight and cabin
crews when faced with an unplanned
evacuation.
Braking Action Reports

The Safety Board issued several MD80 and airline/airport specific recommendations concerning the EPR
overshoot situation. The Board also
discussed the subjective nature of
braking action reports important
for all pilots to consider.
Even though the flight crew received
two reports indicating that the braking
action conditions on the runway were
good, said the Safety Board, post-accident simulations showed that the braking action at the time that the accident
airplane touched down was consistent
with medium [or better] braking action.
The f light crews landing performance calculations indicated that the
Accidents in Brief
flight following procedures were in effect.
Flight 43 originated in Kodiak about 1100,
with a preplanned, intermediate stop at
Uganik Lake, before continuing to the
flights scheduled stops in Amook Bay and
Zachar Bay, Alaska. During a telephone
conversation with the NTSB investigatorin-charge on September 9, the operators
director of maintenance stated that the
purpose for the intermediate stop at
Uganik Lake was to drop off a maintenance
technician. He added that a company
owned Cessna 185 had landed at Uganik
Lake earlier in the day and damaged a
float, and the maintenance technician was
called in to inspect the float prior to the
airplane returning to Kodiak. He said that
after landing, the accident pilot met the
crew of the Cessna 185 on the western
shore of Uganik Lake, where he dropped off
the maintenance technician, and then he
then departed for Amook Bay. Witnesses
airplane could not meet the requirements for landing with braking action
that was less than good, but the flight
crew proceeded with the landing based
on, among other things, the reports
indicating good braking action on the
runway.
As part of its investigation of the
2005 Southwest Airlines Flight 1248
accident at Chicago Midway International Airport, the Safety Board issued
recommendations to the FA A that
addressed runway surface condition
assessment issues, including the inherently subjective nature of pilot braking
action reports. One recommendation
was to outfit transport-category airplanes with equipment that routinely
calculates, records and conveys the
airplane braking ability required and/
or available to slow or stop the airplane
during the landing roll and develop
related operational procedures. This
recommendation has not yet been implemented because these systems are
still under development and evaluation.
The NTSB continues to encourage
the FAA to develop the technology for
these systems because they are expected to provide objective, reliable,
real-time information that flight crews

of arriving airplanes could use to understand the extent of runway surface
contamination.
The takeaway from the LaGuardia
accident seems to be that braking action reports are in the eye of the beholder and should be taken with a bit of
skepticism. Some pilots are reluctant
to report less than good braking conditions perhaps a macho thing, or
maybe they just dont want to cause
major delays for the folks behind them
while the runways are plowed again.
Time can be critical. Runways can
become dangerously contaminated in
minutes depending on the type of precip, the runway surface texture and
surface ambient temperatures. Good
conditions can become moderate or
poor before the airport ground personnel can reevaluate.
So, if you are reporting braking
conditions, do so carefully. Be specific.
Theres nothing wrong with reporting
something like braking is moderate
at touchdown but becomes good at the
midpoint.
If you are receiving a braking action
report, be a skeptic. BCA
reported seeing the accident airplane

back-taxi to the east before it eventually
turned around to start the takeoff run to the
west, and towards an area of rising, treecovered terrain. The witnesses consistently
reported that after the airplane became
airborne, it began a gradual left turn to
avoid the rising terrain ahead. As the
airplane flew closer to the rising terrain,
the left turn steepened, and the airplane
began a steep nose down descent. The
airplane struck the shallow waters on the
western end of Uganik Lake, and it came
to rest partially submerged. The witnesses
reported gusty wind conditions.
unknown location at an unknown time,

and was destined for East Anglia.
October 2 At 1438 UTC, a North

American P-51D, British registration
G-MSTG, crashed an open field during a
go-around near Hardwick Airfield, East
Anglia, United Kingdom (UK). Of the two
persons on board, one was fatally injured
and the other was seriously injured. The
airplane was substantially damaged. The
registered owner and operator have yet
to be determined. Visual meteorological
conditions prevailed at the time of the
accident. The flight originated from an
October 1 At 1310 EDT, a Culver

PQ-14A (N4648V) was destroyed
during collision with trees, terrain, and
a commercial building during a forced
landing after takeoff from Hickory
Regional Airport (HKY), Hickory, North
Carolina. The commercial pilot was killed
in the accident. It was VFR and no flight
plan was filed. Preliminary information
from witnesses and the HKY air traffic
control tower revealed the airplanes
engine stopped producing power during
taxi for takeoff. The pilot was able to
restart the engine and the airplane
departed. Shortly after takeoff, the pilot
reported the airplane was having engine
problems and announced his intention
to return to HKY. Preliminary radar data
revealed the airplane was about 2 mi.
south of HKY, when it reversed course
in the direction of Runway 01. The radar
track ended in the vicinity of the accident
site, approximately on the extended
centerline of Runway 01, and 1 mi. south
of the approach end of the runway. BCA
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Go Ahead. Stand on the Brakes.

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Maintenance
Maintenance
Malpractice
In the hangar, the doctor is always in
JAMES ALBRIGHT/BCA
BY JAMES ALBRIGHT james@code7700.com
Issue One: Training
t seems all airplane technicians have a bit of shade tree

mechanic in their DNA, and thats a good thing. The ability to quickly diagnose a problem and come up with a solution is a valuable skill, even when you earn your living
working on multimillion-dollar aircraft.
However, not all of an auto mechanics tricks should be
employed in an airplane hangar. The temptation to improvise
and cobble together fixes out of scrap bits and baling wire,
for example, should be resisted. In fact, there should be no
comparison at all between an airplane technician and Good
ol Joe, the flivver magician.
Once a person earns an Airframe and Powerplant (A&P)
license, a better career comparison would be to a surgeon.
An A&P requires extensive classroom and practical training.
Like the surgeon, the A&P must continue his or her education and treat every patient as if lives are at stake. Yes, the
patient is an airplane, but lives of those within are definitely
at risk.
With either profession, mistakes due to personal shortcomings can be labeled a form of malpractice. No A&P begins a
maintenance task with the thought of sabotaging an airplane.
And yet we continue to have mishap after mishap in which a
botched repair or wrongly installed part are found to be a factor, though rarely does cause seem directly related to effect.
Some mechanics do complete tasks for which they are not
properly trained. Some show up for work without adequate
rest but manage the days work without incident. Others
take shortcuts here and there, because they think they know
better than the airplanes manufacturer. And there are those
who turn wrenches and then assume another role, inspecting and approving their own work. They get away with all
that . . . until they dont.
It is time every aircraft mechanic, and all who manage and
employ them, take another look at these issues with an eye toward elevating the A&P license to the status of their medical
peers. Consider it an M.D. in aircraft maintenance.
We take it for granted that a medical doctors education continues beyond medical school. Even those who dont specialize
must stay abreast of recent discoveries and innovations. Pilots
are also expected to have a broad range of knowledge to be
considered truly prepared for flight. Why should we allow an
aircraft technicians education to stop upon the award of an
A&P license?
For example, a competent A&P can change the wheel brakes
on just about any aircraft given the right manuals and tools.
But it takes an A&P with a firm understanding of carbon-fiberreinforced carbon
(carbon-carbon)
chemistry to spot
the cause of some
ty pes of bra ke
damage. Both can
ac c ompl i s h t h e
task, but the mecha nic w ith the
intellectual curiosity to study harder
can be a lifesaver.
Just about every
facet of aircraft
m e c h a n i c s c a n Boeing 737 pressurization panel, from
benefit from this Hellenic Republic Air Accident Investiextra step of train- gation & Aviation Safety Board Aircraft
ing, while a lack Accident Report, Helios Airways Flight
thereof can result HCY522
in a form of maintenance malpractice that can be deadly.
On Aug. 13, 2005, a Helios Airways Boeing 737 crew complained about a leaking service door seal. That evening a mechanic found no defects on the door seal and performed a
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Maintenance
NTSB
pressurization check by applying maximum pressurization

until the safety valve opened at 8.25 lb. per square inch (psi).
He reasoned that if the cabin could take maximum pressure,
it had to be OK.
The correct procedure would have been to bring the cabin to
4.0 psi and time the pressurization loss to 2.5 psi. Since the mechanic was simply operating on his own without the benefit of
the step-by-step Boeing procedure, he left the pressurization
controller in the manual mode, leaving the aircrafts outflow
valves partially open.
The next day Helios Flight 522 departed Larnaca Airport
(LCLK), Cyprus, bound for Athens-Eleftherios Venizelos
International Airport (LGAV), Greece. It never arrived. The
flight crew missed the improperly set pressurization controller switch and made several critical mistakes that led them to
climbing to altitude unpressurized. Everyone on board passed
out and the aircraft flew on autopilot until it ran out of fuel
and crashed. Of course, the mechanics mistake alone did not
cause the deaths of all 121 people on board, but it was a factor.
If he had a better understanding of the complexities of aircraft
pressurization and human physiology, he might have been less
cavalier about applying his own system check. He would have
then been more likely to open the book to the Boeing procedure
and more methodical about following each step along the way.
Ailment: Aircraft mechanics do not always get type-specific
training and yet can be authorized to work on systems for
which they do not have a complete understanding.
Prescription: A truly professional aircraft technician never
helicopter is involved. And when that margin is exceeded, the

results can be deadly, as was the case with N37SH. On a beautiful afternoon in early December 2011, the Eurocopter AS350
lifted off from Las Vegas McCarran International Airport on a
twilight tour of the Hoover Dam and the Vegas strip. Just minutes from the dam, the aircraft experienced a sudden climb
and turn, followed by a rapid descent, and then crashed into a
ravine, killing the pilot and all four passengers.
It was the fourth flight since the helicopter underwent
maintenance the previous day. A mechanic had replaced the
fore/aft servo, which sends pilot control inputs to the main
rotor. The servo rod is secured with a bolt, washer and nyloc
(self-locking) slotted nut. A split (cotter) pin is used to prevent
the nut from backing off. When reassembling the parts, the
mechanic reused the same nut. It appears he misjudged the
nuts locking capability and forgot or improperly attached the
cotter pin. A quality assurance inspector missed the errors
and signed the aircraft off as airworthy. After the fourth flight
the nut backed off, the servo rod detached, and the helicopter
became uncontrollable.
Since the mechanic had accomplished this task many times,
as had the inspector, how could they have made such serious
mistakes? A look at their duty times provided the needed clues.
While both reported close to normal total sleep hours in the
previous days, both had changed from midday to early morning work shifts. Furthermore, by the time the inspector completed the inspection, he had been on duty for 14 hr. Research
shows that adjusting for changes to an early morning shift,
known as phase advance, takes longer than doing so when
moving from a day to a night shift, or phase delay. Inconsistency in work shift has been shown to be a factor associated
with the development of fatigue.
Ailment: Tired mechanics, like pilots, make mistakes. Muscle
memory helps when completing routine tasks, but when fatigued, steps can get skipped. Our eyes tend to see what they
want to see and only an alert brain can correct these oversights. A mechanic is no less susceptible to these quirks of
WIKIPEDIA
Eurocopter AS350 nut and split pin on fore/aft servo input rod
stops learning and is always seeking to understand the why
behind every task. That education should encompass all aspects of flight, not just the mechanized or systems portion.
Issue Two: Fatigue

Even the best surgeons skill in an operating room can be
compromised by fatigue, which is why they, like pilots, are
expected to be well rested before duty. Moreover, commercial
pilots have limits on the number of days of duty as well as the
hours flown during specific time spans. But what about limits
for aircraft mechanics?
They can always take a break whenever they feel tired, so no
problem, right? Yet, a technician who serves as an airplanes
only mechanic is often expected to be on call and show up
whenever the airplane breaks. We tell the mechanic to take
frequent rest breaks and to call it quits when tired. But the
impact of fatigue on performance is not always evident in the
moment.
The margin for maintenance error tends to narrow when a
American Airlines Flight 191 moments after takeoff.

human nature than are pilots. And yet there are no regulatory
rest and duty limits for mechanics.
Prescription: Organizations should voluntarily institute rest
and duty time limits for mechanics, similar to those used for
pilots.
Issue Three: Shortcuts

Most hospitals today have instituted medical versions of Crew
Resource Management (CRM) to prevent procedural shortcuts and improvisation. Pilots tend to be checklist-oriented
www.bcadigital.com
because the effects of missing important steps can be disastrous. Mechanics, on the other hand, are often rewarded for
saving time and money for thinking and venturing outside the box.
When replacing a spark plug on a late-model sports car, for
example, a shade tree mechanic can often find a faster way
than the manual suggests. The consequences of such an action
are limited to a car that wont start or might need a second
tune up sooner than expected. The stakes are much higher
when the vehicle in question is an aircraft. Shortcuts are possible, of course. But the manufacturer should at least get a
vote. But sometimes the aircraft operator can conspire with
the FAA for a shortcut outside design considerations, thereby
denying that vote.
American Airlines Flight 191 fell prey to a company instituted maintenance shortcut in 1979. The McDonnell-Douglas
DC-10s left engine broke loose during takeoff from ChicagoOHare International Airport (KORD), Illinois. The departing
engine severed several hydraulic lines and caused two sets
of spoilers on that wing to retract. The aircraft rolled into its
dead engine and never recovered.
Those were the flight events, but they did not initiate the
accident. That began two years earlier when the carrier came
up with a quicker way to comply with a Service Bulletin to the
engine pylons. As it turned out, an operator could save over
200 man-hours if using a forklift and keeping the engine attached to the pylon. This was contrary to the manufacturers
recommended procedure to treat the engine and pylon in two

separate steps.
The airline asked the manufacturer for the center of gravity
of the engine and pylon combination so as to determine where
to position supports. The airframer supplied the requested
data but also issued an objection: Douglas would not encourage this procedure due to the element of risk involved in the
remating of the combined engine and pylon assembly to the
wing attach points.
The airline disagreed, saying its procedure was actually better because it required fewer hydraulic and other lines to be
disconnected. So, it used a forklift to lower and lift the engine
and pylon as a single unit. However, doing so placed undue
stress on pylon components. A flange in the pylon developed a
crack and eventually failed. As stated in the NTSBs accident
report, the procedure was within American Airlines authority, and approval or review was neither sought nor required
from the manufacturer or the FAA.
Ailment: Mechanics and aircraft operators can often discover shortcuts that appear to save time and money and can
even be thought to improve safety. But without the manufacturers full involvement, these unproven procedures could have
unintended and unwelcome consequences.
Prescription: Shortcuts should be considered carefully
and vetted with the manufacturer and other experts. Going
through this process can unearth consequences you may not
have considered.
D E D I C A T E D T O H E L P I N G B U S I N E S S A C H I E V E I T S H I G H E S T G O A L S.
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www.bcadigital.com
Maintenance
Issue Four: Quality Assurance
NTSB DRAWING
Stories of medical malpractice once were commonplace and

medical instruments left in bodies and wrong limb amputations made for sensational headlines. Since then the medical
profession has adopted multiple layers of quality assurance to
prevent such gross errors. Transport category pilots tend to
have a built-in quality assurance partner occupying the opposite seat. But what about QA for an aircraft mechanic?
Mechanics are often tasked to work alone and perform their
own inspections to ensure the tasks were completed correctly.
The results of their efforts may never see a true quality assurance check until a failure requires it.
Elevators
Turnbuckles
Control Column
Primary
Control Stops
Control Cables
Secondary Control Stops
Flight Data Recorder Sensor
Beech 1900D pitch control system (NTSB drawing)
JAMES ALBRIGHT/BCA
In January 2003, a Beech 1900D operated as Air Midwest

Flight 5481 was destroyed during takeoff because the elevator
was improperly rigged. The quality assurance inspector of the
repair had been filling two additional roles as the airplanes mechanic and an instructor to two student mechanics. He allowed
his students to adjust the elevator cable tension while skipping
several vital steps in the procedure. The students failed to
evenly adjust the two cable turnbuckles, leaving the nose-up
turnbuckle almost fully compressed and the nose-down unit
almost fully extended. The inspector failed to properly check
the resulting elevator travel, which would have revealed the
elevators nose-down authority was severely restricted.
The next days trip had the airplane loaded with a center
of gravity beyond aft limits. Combined with the limited nosedown elevator authority, the airplane departed controlled flight
seconds after lifting off the runway. Both pilots and all 19 passengers were killed.
Ailment: Mechanics are often tasked with inspecting their
own work, even on critical items in which mistakes can leave
the airplane non-airworthy.
Prescription: Mechanics should request oversight from any
available resource when completing critical tasks. They can
develop cooperative networks with local mechanics. Even a
mechanic without type-specific training can be used to compare maintenance manual descriptions and drawings against
the completed work. A second set of eyes may bring to light
something otherwise overlooked. The aircrafts pilot can also
provide a second set of eyes.
done more efficiently. Completing a repair or inspection more

quickly frees the technician for the next task and saves the
company money. Getting the airplane back in service sooner
than expected has cascading benefits. But this motivation can
lead to unsafe shortcuts and missed opportunities for proper
quality assurance.
Another common theme in many maintenance-related mishaps derives from a shortage of resources, usually manpower.
Organizations too often push mechanics harder than flight
crews because they can; there are no regulatory limits on
pre-duty rest or duty day duration. Tired mechanics, like
everyone else, make mistakes.
In the most critical cases, the first opportunity for a quality assurance check is during the next flight. We obviously
shouldnt be performing an operational check in flight when
it could be done with the airplane safely chocked on the
ground. From accident statistics it seems most of us are doing this right, or perhaps most of us have been lucky. In either case, we need to self assess our maintenance programs
to either pat ourselves on the back or give a needed heading
correction.
(1) Check staffing levels. If our mechanics are routinely
putting in more than 8 hr. each workday, we might have a
problem. Other indications of understaffing can include
elevated divorce rates, drug or alcohol abuse, and frequent
hospitalization among the maintainers.
(2) Establish pre-duty rest and duty time for maintenance
personnel that take into account factors such as start time,
workload, shift changes, circadian rhythms, adequate rest
time and other factors shown to affect alertness. The FAA
recently released Draft Advisory Circular 120-MFRM,
Maintainer Fatigue Risk Management, that provides an
excellent starting point.
(3) Evaluate and employ maintenance training programs.
These should be varied to incorporate other aviation-related
subjects. Consider private pilot flight lessons for your mechanics, for example. An understanding of the mechanics
of flight will help better prepare a technician to keep your
airplane flying.
Gulfstream mechanic John Rockwell working on his G450 with

mechanic Mark Paul providing quality assurance
The common thread among many of the events cited is the motivation of the mechanic, the organization or both to get the job
(4) Institute suitability of task rules. There are certain

maintenance functions that should never be attempted by a
single mechanic, such as replacing a landing gear strut on
a large aircraft. (It is just too dangerous.) There are some
tasks that are beyond a field mechanics expertise, such as
www.bcadigital.com
Steps to Avoid Maintenance Malpractice
What is Glass Cabin?

replacing components inside an engine electronic control. (It is just too
intricate.) And there are other tasks
that while not risky or complicated,
require tooling and lots of help to accomplish safely.
(5) Ban undocumented shortcuts. It
is true that not all maintenance manuals are clearly written with enough
detail to specify each step of a job. But
inventing a new process on the fly is
a recipe for missing something critical. Shortcuts should be considered
away from the airplane and documented. The manufacturer should be
consulted. A good shortcut may find a
home in the next maintenance manual
revision.
(6) Implement Work Cards for
maintenance procedures. A checklist-like work card can serve to compensate for some shortcomings in
training, can keep a fatig ued mechanic on task, and can minimize the
temptation to take short-cuts. A quality assurance inspector should have
a separate work card for the same
reasons. As the NTSB recommended
in its accident report on Eurocopter
N37SH: Using work cards that clearly
delineate the steps to be performed
and critical areas to be inspected to
support both the maintenance and inspection tasks is one way to mitigate
inadvertent errors of omission in the
performance and verification of maintenance tasks, especially tasks involving critical flight controls.
(7) Consider real quality assurance.
Failure-critical tasks should not be
signed off as airworthy without a second set of eyes. Even something as
routine as a tire change can have disastrous consequences if completed
incorrectly. Mechanics should develop networks where another A&P
can quickly inspect a repair and informally agree everything is in order.
At the very least, the work should be
explained and shown to the captain of
the next flight.
During normal day-to-day operations the aircraft mechanic may be
an unsung hero. (When nothing bad
happens, the mechanic has been successful.) Think of the hangar as an
operating room, the aircraft as the
patient and the A&P as the surgeon
specializing in aircraft maintenance.
To prevent a case of malpractice, the
maintenance team needs the proper
rest, knowledge, operating tools and
procedural discipline to perform at the
doctoral level. BCA
www.bcadigital.com
Find out at NBAA 2016 in Orlando

November 1-3
Orange County Convention Center
Booth 1890
800.513.1672
FDSAvionics.com
3EE US AT ."!!
"OOTH
Avionics Review
InVoking InSight
An examination of Universals operator-friendly array
of upgraded, integrated and readily
understandable avionics
BY PATRICK VEILLETTE jumprsaway@aol.com
eeing is truly believing. When
Universal Avionics Senior Flight
Test Pilot Joel Glunt activated the
InSight Integrated Flight Deck
system in the companys Cessna Citation VII, I was immediately impressed
with the primary flight displays (PFD)
high-fidelity image of the hangars at
Tucson International Airport (TUS)
and the mountains beyond. It allowed
me to instantly form a mental image of
our proximity to terrain and obstacles
something conventional PFDs and nav
displays do not provide.
During the initial power-up of the
pilot-configurable, high-contrast fourscreen system, Glunt put attitude and
nav information in the PFDs upper
three-quarters with airspeed to the left
and altitude to the right. At the top is the
source of the nav data, the FMS modes,
the autopilots status, time and distance
to the next waypoint, and radio altimeter.
This concentration of vital information in

one location enables the pilot to quickly
ascertain the aircrafts attitude, flight
condition and proximity to terrain without having to look elsewhere. In the event
of an unusual attitude, the PFD automatically declutters itself.
Information displayed on the PFD and
multifunction display (MFD) is selected
by the pilot from the electronic control
display unit (CDU) on the pedestal. The
graphical icons on the unit facilitate that
selection. A cursor button just above
this unit allows for easy point and click
control.
The system is designed to easily accommodate a pilots preferences. Thus
the displays lower quarter can present engine data, or be split into halves
to deliver other features such as terrain, weather radar or flight plan data,
among others.
Since pilots tend to assim ilate
Preparing for NextGen

Despite the seemingly glacial-pace of air traffic managements (ATM) evolution,
the FAA has begun upgrading its services and capabilities, including controller-pilot
data link communications (CPDLC) to help make the flow of traffic safer and more
efficient.
The new ground and aircraft technologies also have the potential to provide
revised departure clearances at busy hub airports, trajectory-based operations,
continuous descent approaches and dynamic weather reroutes. Such capabilities
will be especially valuable in remote regions not covered by radar.
To exploit these improvements, aircraft need avionics designed to integrate with
the new ATM technologies. Universals InSight Integrated Flight Deck, when paired
with its Satellite-Based Augmentation System (SBAS) FMS and UniLink UL-800/801
Communications Management Unit, is designed to meet the compliance and certification requirements of the FAAs NextGen system, including CPDLC, Future Air
Navigation System (FANS) 1/A+ and European Data Link (Link 2000+). In addition,
the benefits of equipping with FANS 1/A+ technology includes preferred routing in
the North Atlantic airspace, auto-position reporting, high-resolution weather graphics and ADS-B. BCA
information visually faster than by listening or reading, avionics should exploit that tendency, and Universals
Vision 1 synthetic vision system (SVS)
does so stunningly. The SVS Map and
3-D modes, which include obstacles
and Terrain Awareness and Warning
System (TAWS) terrain mapping, present depictions with VFR clarity. The
terrain information has a high degree
of definition (down to 3 arc-seconds)
and draws from a worldwide database.
The SVS also has a unique Exocentric
view, equivalent to a wingmans view of
your aircraft with respect to the flight
path and surrounding terrain.
The flexibility of the system allows pilots to pull up important information with
the graphical user interface. For example,
the map can include traffic as well as airports, navaids and nav fixes, low and hi
airways, special-use airspace, lightning,
weather and terrain. We used many of
these functions in our demo flight.
www.bcadigital.com
The InSight Integrated Flight Deck tested

on Universal Avionics Cessna Citation VII
integrates a host of embedded features
like high-resolution synthetic vision with
advanced mapping capability, embedded
electronic charts, radio control and
broadcast weather.
UNIVERSAL AVIONICS (2)
another feature of the PFD that will

greatly help pilots. After the August
2006 accident in which a confused Comair CRJ crew attempted takeoff on
the wrong and shorter, tragically
runway at Lexington, Kentuckys Blue
Grass Airport (LEX), the FAA urged
pilots to positively identify and confirm
a runway prior to takeoff. InSight expands the runways depiction and displays the aircraft heading in the middle
of the PFD.
Four 10.4-in EFI-1040 high-resolution LCD,
LED backlit screens provide an impressive
amount of information allowing a pilot to
maintain situational awareness and lower
workload.
Universal drew on feedback from

its pilot customers to design many features to lessen cockpit workload, and
the advanced radio control gives good
evidence of that. The embedded radio tuning and control functionality is
programmed with a hierarchy of suggested frequencies based on a normal
progression a pilot might expect. For
example, ATIS was our first suggested
frequency at TUS, Universals headquarters airport, followed by Clearance
Delivery and then Ground.
The self-tuning nav radios have a similar order of preference. The primary
navaid is displayed and auto-tunes to
the navaids along the flight track. A
feature I appreciated was the ability to
pre-load a secondary nav frequency and
then quickly switch to it with the stab of
a finger. This would be especially useful
in a one-engine-inoperative (OEI) departure that requires a different navaid.
Electronic charts embedded into the
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InSight system meet Class 3 electronic

flight bag (EFB) requirements. So, once
cleared to Runway 11L at TUS, I glanced
at the MFD with 10-9, the Jepp plate
airport layout, along with the aircrafts
position and ATC taxi clearance. This
quick visual orientation contrasts most
favorably with too many trips into facilities with complex runway and taxiway
configurations and just a quickly scribbled clearance for guidance. Features
like this will surely reduce confusion,
embarrassment and, hopefully, runway
incursions.
Another thing I like about the MFDs
airport display is that it puts both pilots
in the loop, actively monitoring and
following their progress while taxiing.
As typical, TUS was severe clear on
our demo day, but this feature would be
especially useful when taxiing at any
complex, unfamiliar airport, particularly at night or during poor visibility.
Line-up on Runway 11L rendered
The system provides another important function: It provides visual clarity

as to where the aircraft is lined up on
the runway a feature especially important during night operations. There
have been incidents in which business
aircraft crews mistakenly positioned
their aircraft far left or right for takeoff,
thinking the runway edge lights were
the centerline lights, and caused lots of
damage once they advanced the throttles and released the brakes. Takeoffs at
night with a rain-streaked windscreen
or in low visibility conditions make InSights high-fidelity imagery invaluable.
After departing from Runway 11,
Glunt, along with Carey Miller, Universals director, corporate programs and
business development, demonstrated
more features of the InSight system.
Since Tucson is home to Davis-Monthan
AFB among other military units, theres
a lot of special-use airspace in the area.
With a few cursor movements, Glunt
and Miller quickly put those areas on
the display, along with the associated
altitude constraints.
The map mode also showed nearby
Class C airspace, including altitude
limits. For pilots flying into airports
under Class B airspace, this feature is
especially welcome since it helps easily
determine when descending below the
Class B shelf, requiring an aircraft to
Avionics Review
slow to 200 kt. This oft-broken FAR has
snagged many business jet pilots since
such airspace is normally defined by a
VOR/DME from the primary airport,
yet the business aircrafts avionics are
rightly tuned for the approach to the
nearby business airport.
Meanwhile, InSights TAWS combines position, altitude, airspeed, glideslope and flight plan information with an
internal terrain and airport database for
a flight path projection. This provides
any warnings and alerts well in advance,
allowing time for the pilot to make corrections. For example, on our flight with
the aircrafts nose down toward rising
terrain, the map immediately changed
the terrain above our flight path to red.
Controlled flight into terrain (CFIT),
which for too many years has been
among the leading causes of fatal business aviation accidents, should decline
in statistical severity as technologies

such as TAWS and SynVis gain in usage.
If an aircraft experiences a malfunction en route and needs to divert to the
nearest suitable airport, InSight eases
the workload by serving up airport information with a couple of movements
of the cursor. The data includes the airports current weather, frequencies and
charts.
The Universal suite also provides the
latest graphical weather information, a
feature Miller says is popular with customers. The system delivers NexRad
radar, textual METARs and TAFs,
AIRMETs and SIGMETs, TFRs, lightning detection and winds aloft when
integrated with a broadcast weather
receiver. The lightning display uses electrical discharge information from the
XM weather system or from an onboard
Stormscope.
During our flight Miller used the XM

weather link to study the convective activity of a deteriorating hurricane that
had moved up through the Southwest
but was still several states removed
from our location. This feature allows pilots to monitor the progress of weather
fronts hundreds of miles away, well beyond the reach of the aircrafts weather
radar, and make timely routing decisions accordingly.
Have you ever received an unexpected
clearance such as, Intercept Victor 123
to XYZ, then proceed on course, but the
airway isnt on your flight plan? Here
InSight shines. One press of the cursor,
and low airways quickly appear. Another touch, and jet routes pop. Press
again and intersections are displayed.
This quick action eliminates your cockpit angst and scramble for charts in the
search for the elusive V-123.
world assembly of the International

Council of Aircraft Owners and Pilots
Association. Dr. Karl Frudenfeld presented a concept in which light aircraft
could use VLF (very low frequency)
signals that were broadcast worldwide
for maritime navigation. It just so happened that Frudenfeld and Charles
Edmondson, a mechanical engineer
who had been working on the installation and certification of aircraft instruments, had built an experimental
navigation system using VLF signals.
Edmonson installed the unit in Naimers electronics bay and off they flew to
South America, during which a lasting

business relationship was cemented.
The proliferation of new navaids
VOR, DME, INS, VLF, etc. created a
problem: Pilots were frequently working many control units on an aircraft.
Naimer knew there had to be a better
solution. While over the ocean at FL
390, he came up with a blueprint. He
wanted one central computer and display for all flight information.
By late 1976, Naimer had formulated an 11-page letter to Frudenfeld
outlining the specifications for what
was basically a flight management
Universal Origins
The enduring innovation of Universal
Avionics products is closely tied to its
core characteristic of designed by pilots, and built by pilots for pilots. The
inspiration that has led to the development of the latest generation of intuitive, advanced avionics traces back to
three inventor/pilots who had in-depth
scientific training.
Hubert Naimers early life in Austria
endured the ruin of two world wars.
His familys electrical switch factory
was leveled by bombs in 1945, and
he spent time in an American POW
camp. When the war ended he studied
electrical engineering in Graz. Shortly
thereafter he rebuilt the family business, designing new products that fueled an expansion with factories and
outlets on five continents. He and his
wife subsequently earned their civilian
pilot licenses in Switzerland and by
1972 he was flying a Dassault Falcon
20 around the world every year to visit
his businesses. One of the challenges
of these adventures was the lack of
long-range navigation. The groundbased navigation systems were primarily limited to line-of-sight.
In May 1972, Naimer attended the
The EFI-1040 Display, Electronic Control Display Unit, Alphanumeric Keyboard, Cursor
Control Panel and Data Concentrator Unit require less wiring, which provides more flexibility,
greater redundancy, simpler hardware configuration, and weight and power savings.
www.bcadigital.com
The concentration of vital information on the PDF allows a pilot to quickly assimilate an
accurate mental picture on the aircrafts attitude, flight condition and proximity to terrain.
The adjacent location of the MFD with the approach plate and the aircrafts present position
superimposed on the navigation tracks increases the pilots situational awareness.
Another user-friendly InSight feature
is its ability to insert an extended centerline from the landing runway on the
MFD or PFD, a valuable tool for enhancing positional awareness. Some other
FMS makes can require many steps to
display such information, but it took only

a couple of clicks with InSights cursor
and the image could be displayed on the
MFD, PFD, or both.
For the return to TUS, Glunt chose
the RNAV Y approach. With the FMS
tuned and appropriate vertical and lateral autopilot modes armed, he had only
to touch the throttles occasionally for
speed adjustments during the entire approach while monitoring the aircrafts
progress along the displayed approach
plate.
During the approach Glunt demonstrated another useful InSight feature: the Flight Path Marker, a symbol
system. The three men started a new

company called Universal Navigation,
whose initial office was set up in a
spare bedroom at home. From these
pilot-inspired ideas sprung the UNS-1
flight management system. The UNS-1
accepted inputs from VOR, INS and
VLF/Omega sensors. The computer examined the accuracy of each signal and
computed the aircrafts best position.
Southland (owner of the 7-Eleven
chain) had just ordered three Falcon
50s and, upon listening to Edmondsons sales pitch, they made a commitment on a napkin at lunch for
installation of the UNS-1. Combs-Gates

completion center subsequently installed and certified the very first
UNS-1 in a Learjet 55 belonging to
Gates Rubber Co. By the end of 1981,
Universal had sold 130 units and word
was spreading within the industrys influential clients.
In the fall of 1983, Edmondson
learned that Gates Learjet was negotiating with the U.S. Air Force for the
lease of aircraft for the transport of
high-ranking officials. Air Force officials were impressed with the UNS-1s
capabilities, and when the contract
was signed for 80 C-21A aircraft, the
system was installed as standard
equipment.
The first version of the UNS-1 automated only lateral navigation. Subsequent versions featured a rudimentary
VNAV function, and a retrofit was provided free to existing customers.
Growth in the business jet industry
became saturated by the mid-1980s
with fewer companies buying new
airplanes. Universal poised itself to
capture the retrofit market because
corporate pilots quickly saw the utility
of FMS and EFIS, and removing older
avionics saved 50 lb. of aircraft weight.

By 1987, more than half of Universals
business was retrofit.
Universals current product line is an
obvious sign of its innovative approach.
It realized the value of using information
from the navigational equipment to be
displayed to passengers in the cabin.
Universals cabin display unit, the CD2000, was in full production by the fall
of 1992. The 10.5-in. screen was ideal
for safety briefings, entertainment and
the moving map, which proved popular
among air travelers. Diversification into
cockpit voice recorders, cabin displays,
communications, FMSes and TAWS, as
well as abundant retrofits has continued
to fuel growth for the company.
Universals extensive customer
base helps drive the companys design
changes with suggestions that automatically go into a rolling product improvement list. Ted Naimer, son of the
founder and member of the companys
board of directors, today continues his
fathers guiding philosophy of designing
intuitive user-friendly systems in which a
new user can sit in the cockpit without
training or only minimal training and
start operating them. BCA
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Avionics Review
projecting the aircrafts future position
based on current parameters. For example, if precisely countering a right crosswind with the correct amount of right
crab, the flight path marker displayed on
the PFD would be centered on the touchdown zone. It is a great tool to help you
monitor your lateral and vertical path to
make certain you land where intended.
Besides enhancing flight crew situational awareness and lowering cockpit

workload, the InSight system delivers
other benefits as well. For example, earlier avionics arrangements demanded
considerable electrical power, which
in turn generated a lot of heat in the
flight deck. How much heat? According
to a 1977 study by the Royal Air Force
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Institute of Aviation Medicine, The

likely heating effect of cockpit avionic
equipment indicated that the addition
of 1 kW and 2 kW of heat would raise
cockpit temperatures by 20C [38F] and
30C [54F], respectively. Prediction of
the combined effect of solar and avionic
heat suggests that, in hot weather conditions, cockpit temperatures will be
considerably in excess of the upper limit
for effective physiological temperature
regulation.
By contrast, todays liquid crystal display (LCD) screens give off negligible
heat. And theyre equipped with lightemitting diodes (LED) for back lighting,
with a predicted mean-time-betweenfailure of about 80,000 hr. Moreover, if
an LED fails, it fails only one little element at a time, causing the screen to
grow dimmer, thus providing plenty of
warning, whereas tube screens fail
all at once, with no warning. In the unlikely event that a screen were to fail,
reversionary modes allow any and all
of the information from the failed unit
to be displayed on the others. The displays are all the same (they carry the
same part number), and thus are interchangeable.
The weight savings provided by an
InSight system installation is considerable. For example, Miller said the avionics package on the Universal Citation
VII was approximately 118 lb. lighter
than the aircrafts original equipment.
While the focus of the demonstration
flight was on the InSight system, Universal also offers a wide span of avionics products for business, military and
airline aircraft, along with rotorcraft.
Legacy gyroscopes can be replaced
with the companys AHS-525 Attitude
Heading Reference System (AHRS),
which combines the computational ability of microelectronics with the acuity and control of micro-sensors and
micro-accelerometers. The FlexPerf
Trip Performance Module continuously records an aircrafts fuel burn
during every phase of flight, storing
this data in the FMS, and resulting in
aircraft performance predictions that
the manufacturer puts at 95% accuracy. Then, too, there are five models of
cockpit voice and flight data recorders
(CVR/FDR).
The Universal Multi-Mission Mana gement S y s t em i s de si g ne d for
search-and-rescue, reconnaissance,
surveillance, maritime patrol, border patrol, geophysical survey and
flight inspection. It can generate and
steer the aircraft through a variety
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of flight patterns including so-called expanding

squares, orbits, racetracks and sectors. The
c o m p a n y s e n g i n e e r s
have even designed and
produced a n A i rd rop
Module, which provides
guidance and steering to
a position where an object should be released from the aircraft to land within
a designated drop zone.
In addition, the company has introduced the EFI-890H Advanced Flight
Display for helicopters. Designed to
withstand the high-vibration, rotarywing environment, it offers significant
improvement in situational awareness
while reducing pilot workload. For
night vision goggle (NVG) missions,
the EFI-890H offers lighting filters,
and it supports enhanced vision systems, broadcast weather, infrared and
color cameras.
To prevent human errors, especially
The Electronics Control Display Unit,

located on the pedestal, allows the pilot
to chose information displayed on the PDF
and MFD. A cursor button just about this
unit allows for easy point and click user
control.
in the unforgiving high-risk departure
and arrival phases of flight, pilots need
accurate, easy-to-interpret information,
especially with regard to aircraft trajectory. Its all too easy for flight crews to
become task saturated with last-minute
changes of clearance and approach, rapidly deteriorating weather and runway
conditions.
One of the prime goals of

the InSight system is to integrate critical data to give
pilots better situational
awareness and lower their
workload. Doing so provides crews with the time
to make better inf light
decisions. The inflight InSight demonstration brought vividly to
mind past flights into high-risk locations
where this equipment would have been
a godsend.
Universals versatile offerings add
considerable capabilities to any flight
deck. If yours is a veteran aircraft with
years of good service remaining, but you
want enhanced cockpit capabilities for
all phases of flight, these are well worth
considering for retrofit. This is especially true if you operate into high-risk
airports surrounded by threatening terrain. Get a demonstration of this newest
generation of avionics, because seeing is
truly believing. BCA
The Factory
Going behind the scenes to see how much work is involved in creating an avionics product and bringing it to
market gives one an appreciation and respect for the
work of the designers, engineers and technicians who
make this happen.
We recently toured the Universal Avionics Systems
Corp. manufacturing facility, co-located at the companys
headquarters campus adjacent to Tucson International
Airport. The visit provided some real insight (pardon the
pun) into the complicated design and production of cockpit electronics. Opened in 1999, the facility was customdesigned to facilitate automated circuit-board assembly,
final unit assembly and environmental testing. The bulk
of Universals business is serving the aftermarket,
which is done through a worldwide network of dealers. To
date, some 13,000 aircraft have been fitted with Universal avionics, a fleet comprising 165 types of fixed- and
rotary-wing aircraft based in 130 countries.
The 60,000-sq.ft. manufacturing room is pillar-less
so that equipment can be moved easily. Other design
features of the factory include air and power encased in
conduits under the floor, and a special conductive carpet
that prevents zapping electronics while providing a more
comfortable environment for workers.
Since its difficult to forecast market needs, the Universal assembly line is 100% build-to-order, which translates into small lot sizes and a high mix of components.
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Its 28 products involve 242 active versions, so in order

to maintain high quality control and competitive lead
times, the company assembles its circuit boards, and
quickly, producing a new one every 4 min.
By closely examining a circuit board, you can begin
to appreciate the importance of installing the correct
resistors, capacitors, transistors and inductors for the
integrated circuit to work properly. On top of this, every
solder joint must be perfect. Universal employs a special
scanner with five microscopic cameras to examine each
finished circuit board, automatically comparing it with
an excellent board to detect flaws. When the finished
product rolls off the final assembly line, it undergoes environmental testing for resistance to vibration and heat.
We walked into the assembly room at the conclusion
of one of the many team meetings, all regularly conducted for 1 hr. per week and intended to look at trends,
goals and how to correct any problems. The meetings
are integral to the companys Continuous Improvement
Program.
The aerospace industry is dependent on the recruiting, training and retention of skilled technicians and
engineers. At Universal, the staff averages 12 years
seniority. And looking to the future, the company has
a working relationship with the nearby University of Arizona, and provides internships to identify and attract
the next generation of avionics wizards. BCA
Super
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Ho
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Operations
the HTF7000s success to having listened to the demands of its customer
base for a turbofan with airline-type
reliability and robustness to power the
then new class of business jet. When
development began in the 1990s, one
of the customers Honeywell listened to
was Bombardier Aerospace, which was
also in the early stages of conceiving
the Challenger 300, featuring a roomy
standup cabin accommodating eight
passengers in comfort, and an NBAA
IFR range of at least 3,000 nm. Most
important, the aircraft and its powerplant needed to absorb the rigors of
fractional ownership, or airline-style
utilization (i.e., >1,000 hr./year).
Breaking Lots of Engines
Powerhouse
With six applications, the HTF7000 is
dominating the segment
BY DAVID ESLER david.esler@comcast.net
e are the premier provider for
the super-midsize business
jets, Honeywell Aerospaces
Athanasios Nasos Karras,
vice president and general manager,
engines, asserted in reference to the
Phoenix-based OEMs placement of its
HTF7000 turbofan.
And while Pratt & Whitney Canada, General Electric and Rolls-Royce
might take issue with his contention,
it appears that the HTF7000 is well
on its way to dominating that business
jet segment since the 7,000-lb.-thrust
class powerplant was introduced into
service in 2004 propelling the Bombardier Challenger 300. Since then, the
turbofan has been chosen to power the
Challenger 350, Gulfstream 280, the
Embraer 450 and 500, and the Cessna
Longitude, whose first flight at this
writing is imminent. According to Karras, there are 700 HTF7000-powered
aircraft in service with 1,400 engines

that have collectively logged 2.6 million hours.
One reason for the engines popularity is that, during that flight time, it
and its host airframes have achieved
an impressive dispatch reliability rate
of 99.9%. That translates to only one
delayed or canceled trip in 1,000 flights
due to an engine-related issue.
We are working to improve that,
K a r ras told BCA. We wa nt one in-10,000 reliability, and were convinced its achievable. We take in a lot
of feedback from users, and the latest issue is dispatch reliability it is
critical to customer requirements.
One Gulfstream 280 operator, Hormel
Foods Corp., Austin, Minnesota, reports 100% dispatch reliability for the
two years it has owned its HTF7250Gpowered aircraft.
Honeywell credits a major part of
The engine maker stepped up to the

bar and earned its launch customer for
the HTF7000.
The design [was] new from the centerline out so that the entry into service
[EIS] would be flawless, Karras reminisced. We wanted to resolve problems before service entry, and we broke
a lot of engines during the development
to ensure that. So our EIS turned out
very well.
To achieve this, the company invested thousands of hours of both rig
and full-scale engine testing. Our
proudest moment was certification on
the Challenger 300, Karras said.
While the turbofans nominal thrust
rating is 7,000 lb., in its six airframe
applications, takeoff ratings vary from
6,944 lb. to 7,765 lb. (see chart). The engine is flat-rated to ISA+15C (86F) for
operation in hot-and-high conditions.
Hormel Foods Chief Pilot Rick Stoulil reported that With this airplane
[the G280] and these engines, we can do
3,600 nm with NBAA IFR reserves all
day long. Last spring we went nonstop
from Austin [Minnesota] off a 5,800-ft.
runway to London in 7.5 hr.
Though Honeywell declines to reveal hard numbers for specific fuel
consumption (SFC) and lapse rate for
the HTF7000 for competitive reasons,
Stoulil provided a real-world example
of the fuel burns for his operation. We
tracked our fuel consumption on the
G280 for a year, and we are burning
about 1,900 lb. per hour total [i.e., both
engines]. Now, the Honeywell TFE73140AR engines on the Gulfstream 150
we also operate were burning 1,750
lb. per hour total. (Maximum takeoff
thrust of the TFE731-40AR is 4,420 lb.,
while that of the HTF7250G is 7,765 lb.)
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Operations
The HTF7000 also consumes very
little oil, Stoulil said. And hows that
lapse rate? Running the engines on
the autothrottles, at a gross weight of
39,700 lb. and at ISA, were climbing
directly to FL 430 or higher.
According to Karras, the
HTF7000s SFC has plenty of margin for growth. I can get more than
enough improvement to meet any new
requirements [for the engine], he
said. We are now shooting for 4,000
nm [range], up from the 3,600 we can
do today. Thats what drives us.
The HTF7000 reflects fairly conventional two-spool architecture. The
high-pressure spool, or core, consists
of a four-stage axial compressor, single-stage centrifugal compressor and
two-stage turbine. A set of variable inlet guide vanes precedes the first axial
stage, while the second axial stage is
equipped with a variable-pitch stator.
The low-pressure, or power, spool,
is made up of the fan and a threestage turbine. All compressor stages
are milled from titanium disks, or
blisks, as well as the 34.2-in. diameter fan, which hosts 21 clapperless
(i.e., internally reinforced) blades.
High-temperature single-crystal alloys are employed in the air-cooled

turbines. Bypass ratio is listed as 4.4:1
and dry weight of the engine as 1,364
lb. (618.7 kg). Honeywell again declines
to reveal the HTF7000s internal pressure ratio for proprietary reasons.
Thanks to its long-ago acquisition of
the Garrett Turbine Engine Co., Honeywell has had a long run with centrifugal compressors. The Garrett
heritage began with compressors for
cabin pressurization systems and turbochargers for piston engines, Bob
Smith, Honeywell vice president, engineering and technology, pointed out
during a technology demonstration at
the companys Phoenix plant last May.
This led to the APU business, and
the centrifugal compressor started
it all, Smith elaborated. Ultimately,
that ex per tise spaw ned a n interchange between Honeywells aerospace and automotive businesses, as
the manufacturer is a leading supplier
of turbochargers to the auto and truck
markets.
Titanium compressors were introduced from aerospace, Smith said,
specifically, from the HTF7000 and
our APUs, to automotive for applications like the Caterpillar D6T, Ford
light trucks and Mercedes V6 engines.
The centrifugal compressor provides
very high compression in a small package. In the aviation application, its
also more robust than its axial counterpart and much more resistant to
FOD.
The HTF7000 is equipped with dual
full authority digital engine controls
(FADECs). Manufactured in-house
by Honeywells controls division, one
is continuously active while the second stands by as a backup. We can
download data from the FADEC, a lot
of which is predictive and can be used
for trend monitoring, Karras said.
No TBOs?
In addition to performance, Honeywell addressed durability and maintainability in the engine, especially
the provision for extended or no
TBOs.
The engine is rated for on-condition maintenance where it is not
removed from the airframe until noticeable performance deterioration
Honeywells Other Engines

While Honeywell Aerospaces forward view is firmly fixed on
the super-midsize business jet market, the Phoenix-based
OEM continues to produce its stable of smaller turbine engines. Heres an update of those programs:
TFE731 turbofan. Some 14,000 units have been produced
since the former Garrett Turbine Engine Co. launched the
TFE731 in 1972, and the majority are still in service. With
more than 30 civil and military applications, the TFE731 has
logged 100 million+ hr. of operation.
After a rocky entry into service, the engine has been continuously improved and modernized over the years. Three
generations have been produced, the TFE731-2 and -3, the
TFE731-4 and -5, and TFE731-20, -30, -40, -50 and -60, with
takeoff thrust ratings varying from 3,500-5,000 lb.
According to Honeywell Vice President Athanasios Karras,
Theres not a lot of demand right now for a fourth generation.
Variants currently in production are the TFE731-60 for the
Falcon 900LX (which Dassault Aviation plans to produce
through 2020), the TFE731-40 for the Learjet 75 and the
TFE731-20 for the Argentinean Fabrica Militar de Aviones
(FMA) Pampa military trainer/attack aircraft. Additionally,
Textron has chosen the TFE731-40 to power its twin-engine

Scorpion low-cost trainer/attack fighter candidate for the
U.S. Air Force advanced trainer competition.
Lest anyone think that the TFE731 is a powerplant for
entry-level jets, Karras will quickly disabuse the speaker
of that notion. We never played below 3,500 lb. thrust,
he stated, insisting the engine was really intended for the
midsize sector.
And the venerable TFE731s future? We need a requirement to go beyond the current line, Karras said.
TPE331 turboprop. Venerable also applies to the TPE331
turboprop, development of which began in 1959 with FAA
certification in 1965. Over the decades, the engine has
powered everything from regional airliners to business and
military aircraft, and crop dusters. The TPE331 remains in
production, with more than 13,000 units delivered and 122
million hr. flown.
While Honeywell has developed an STC with Texas Turbines for a Cessna Caravan retrofit using the 1,000-shp
TPE331-12 and continues to provide the Dash 12 for the
Hindustan Aeronautics HTT-40 trainer in India, the primary
customer for the engine today is General Atomics, which
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CAPITOL CONVENIENCE
HTF7000 From the Cockpit

According to Rick
Stoulil, chief pilot
for Hormel Foods
Corp., The way the
HTF7000 is set up,
it works great. It is
equipped with autothrottles and is very responsive [on
spool-up] with very little lag. And its really fuel efficient
[see main story for fuel consumption numbers].
In nearly 1,000 hr. of operating Hormels two-year-old
Gulfstream G280, Stoulil claimed, the flight department has
experienced no major issues engine-wise. From a pilots
point of view, he said, its very easy to manage and is reliable. Were getting Honeywells claimed dispatch reliability.
And Hormel exploits that reliability, flying the G280 domestically and internationally at a higher rate of use than
is typical for a corporate flight department. To support
this, the G280 is equipped with nearly the same avionics
as a Gulfstream 650: ADS-C and CPDLC (i.e., FANS), ADSB Out and triple FMSs, all by Collins. We go international
about five times a year with one trip being to Southeast
Asia, Stoulil said. BCA
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uses it to power the U.S. Air Forces Predator drone.

The engine is simple, easy to maintain, with a single
shaft for quick response, Karras pointed out, adding
that we are still looking for future requirements.
HTS900 turboshaft. The newest rotary-wing turboshaft
engine is a growth derivative of the LTS101, which came
to Honeywell as part of its purchase of AVCO Lycomings
turbine engine division. A two-spool engine, it employs
dual back-to-back centrifugal compressors providing
power density and higher pressures in a compact
package. It is equipped with dual FADECs plus a manual
backup and is nominally rated at 1,020 shp.
The engine was originally developed to power the
Bell ARH-70 Arapaho light reconnaissance helicopter
for the U.S. Army, an intended replacement for the
aging OH-58D Kiowa. However, that program was canceled in 2008. Since then, the HTS900-2 has been
chosen by Eagle Copters for its retrofit of the Bell
407HP, replacing the helicopters original Rolls-Royce
250-C47B. Marenco Swiss helicopter is also using
the HTS900-2 to power its SKYe SH09 advanced light
helicopter. BCA
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Operations
or a failure occurs, Karras said. We
have had engines that have remained
on-wing for up to 10,000 hr. In use,
this would translate to a 30% reduction in cost of ownership below that of
engines in the same thrust class.
To facilitate on-wing maintenance,
Honeywell engineers reduced parts
count by half compared to earlier engines in this class, and with the aid
of a computerized human factors
program, designed the HTF7000s
innards to be as easily accessible as
possible. The manufacturer claims
that line-replaceable units (LRUs) can
each be swapped within 20 min. using
only eight standard tools.
We asked Hormel Foods maintenance director, David Triebwasser,
about his flight departments experience maintaining the engine. Hormel
subscribes to Honeywells Gold-level
Maintenance Service Plan (MSP), and
between Gulfstreams five-year warranty and MSP, we are covered very
well, he said. There is no TBO or overhaul only borescope inspections.
It must be frustrating for the repair

stations!
The flight department stocks LRUs
and performs in-house line maintena nce a nd v isua l inspections, oil
changes and service of the turbine on
the engines air starter, as the HTF
is spu n up pneu matica lly v ia the
aircrafts APU. (Honeywell earned
double points on the G280, as it also
supplies the airplanes Model 36-150
APU.) Honeywell has provided easy
access to all the modules of the engine, Triebwasser continued, the hot
section, accessory gearbox, even the
compressor. Its a clean installation
you open the cowls, and everything is
labeled and user friendly. In the 935
hr. Hormel has operated the G280 as
of mid-September, Triebwasser said,
the engines have performed beyond
our expectations.
He also lauded the diagnostic capabilities of the HTF7000s FADECs.
If you have a failure of something, you
can download the engine and [in the
case of the G280] send the information
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to Gulfstream, which has been very

responsive to us. Our field rep does a
super job for us. And while Honeywell
has a different setup, Triebwasser
said, theyve been very good and responsive, too. Fortunately, the engine
is so bulletproof, we havent had to have
too much contact with them.
The FADECs diagnostic program
is your friend, Triebwasser said, by
way of advice to other DOMs. It will
tell you a lot of information if you know
how to look for it. Occasionally, in reading the downloads from the FADEC we
will see a code we havent seen before,
and well act on it. We also have a trend
monitoring contract with CAMP, and
if there is trending toward a problem,
they will let us know.
Phoenix, We Have a Problem

It is rare that an aircraft engine enters
service without some glitches showing
up under the rigors of real-world use,
and despite the HTF7000s stellar performance and dispatch reliability, some
problems did emerge after the engine
had been in the field for a few years.
Karras described one as a combustor issue, while others were relatively
minor and characteristic of the teething any new engine goes through. All,
including the combustor matter, were
addressed either with Service Bulletins (SBs) or advisories. (A search of
the FAA website revealed no outstanding ADs on the engine.) Principal inservice issues included:
Combustor. About three years after the engines service entry, Honey well identif ied a region of heat
distress between fuel nozzles on the
HTF7000s combustor dome. According to the company, the problem didnt
impact engine performance or durability elsewhere but, as a precaution, it assigned a 2,000-hr. life limit
to the combustor as per SB 72-9037
(2007). Honeywell then commenced a
redesign of the combustor, ultimately
merging this effort with another initiative in progress to reduce CO 2
and other emissions released in the
combustion process. Dubbed Single
Annular ComBustor for Emissions
Reduction (SABER), the new combustor was tested and approved for oncondition maintenance.
A replacement program was then
authorized by SB 72-9044 (2011) for
engines in the field, while new engines
received the SABER combustor on
the production line. Field retrofits
www.bcadigital.com
One DOMs Tale

The director of maintenance (DOM) of a large U.S. charter/
management company with experience with the Bombardier
Challenger 300 and its HTF7000 turbofans half jokes that,
while the engine runs well, you do not want to borescope it.
Here in his own words is the DOMs story.
One of our customers inherited a couple of Challenger
300s through a merger and decided to keep the lowesttime one and sell the other, which was one serial number
off the one we were keeping, he began. So we took it
to a Bombardier MRO facility
for a pre-sale inspection
where they borescoped
both engines and
found nicks on
the blades of the first-stage
[axial] compressors of each
one. They were very slight [shallow]
and couldnt be blended. On almost any other [manufacturers]
engine, because the nicks
were so minor, you would
thats possible. The other possibility is that the materials

[Honeywell uses in the compressor blisks] might be softer.
One of the things Bombardier told us was that this problem
is not unusual.
As the HTF7000s on the Challenger 300 the company
continues to manage remain equipped with original combustors (see main story), the owner is still faced with an expensive retrofit with Honeywells redesigned SABER combustor,
as the aircraft
is now out of warranty. We are
putting that off as long as
we can because we know
it will be pricy, the
DOM said. But
the manager
hasnt seen any
signs of trouble as
of yet based on information
provided by Honeywell.
All in all the HTF7000 is a good engine that does its
job very will, the DOM concluded, but it has its issues.
Honeywell Responds
just note their presence, keep an eye on it, and keep going
[i.e., continue using the engine].
But Honeywells policy is to replace the part, he continued. Now, these compressor wheels do not have insertable
blades theyre bladed disks, or blisks which means
the entire disk must be replaced, and they and the work
are extremely pricy. And this aircraft was just barely out of
warranty. Honeywell claimed the culprit was FOD. . . . but
interestingly the same nicks were in the same places on
both engines. The manual allows you no leeway: you have to
replace the disks.
On the other hand, the DOM said, the Challenger 300
the owner decided to keep runs well, and the dispatch reliability is good. As far as ease of maintenance, everything
is easy to get to, and we havent had any major events with
the engines so far. But the experience the management
company had with the other Challenger 300 makes the
DOM hesitant to look inside the engines of the aircraft
the owner decided to retain.
So how do you get that kind of ingestion, the DOM pondered. (BCA postulated that flying through dust storms like
the ones that blow across Dubai and the UAE might have
caused the pitting on the compressor blades, but the DOM
said the Challenger 300 the company continues to manage
has only been used domestically. It wasnt clear where and
how the other Challenger had been operated.) Maybe during
TR [thrust reverser] operation due to the reverse flow? Maybe
BCA presented the DOMs comments to Honeywell and

asked for a response.
It would be interesting to understand the timing of this
DOMs comment, a company spokesman wrote, insofar
as we released a maintenance manual update in the middle
of last year that offered expanded acceptance criteria for
compressor blade damage. As is common in the industry,
this acceptance criteria is developed by field operational
experience.
And the gist of the maintenance manual revision? The
change to the maintenance manual basically means that the
condition is acceptable, if within the new expanded limits,
and no [immediate] maintenance action is necessary, the
spokesman explained. In other words, the compressor is
returned to on-condition maintenance, pending borescope
inspections at predetermined intervals.
Regarding the HTF7000 combustor retrofit program, the
spokesman continued, Honeywell extended the warranty
period for combustors from five to seven years to accommodate customers. Customers who complied with the bulletin
in that period were covered. Customers who are enrolled on
our MSP program are covered at any time. For those operators who did not enroll in MSP and are beyond the extended
seven-year warranty period, Honeywell offers a one-time, first
installation, special program price to mitigate costs.
BCA asked Honeywell to quote prices for both a first-stage
compressor blisk replacement and the first-installation combustor retrofit, but the spokesman answered, For competitive reasons well decline providing pricing information. BCA
www.bcadigital.com
DIER
BAR
BOM
Operations
were covered by warranty, with the
work completed at Honeywell service
centers during operators regularly
scheduled maintenance. A Honeywell
spokesman said many combustor
retrof its were completed on-wing
in customers hangars, as well. The
spokesman also said the 2,000-hr.
limitation on the original combustor
affected only higher-utilization operators who were consulted in advance
and agreed with the product improvement strategy.
For Hormel, the problem was a nonissue: We have later serial numbered
engines, and by the time we acquired
the G280, that problem had been dealt
with, Triebwasser said.
Thrust reverser pivot door corrosion. Minor corrosion or pitting of upper and lower inner door panels and
beams was addressed by Honeywell
SB 78-30 -007 (2011). Repair parts
were distributed to service centers for
replacement during regularly scheduled maintenance.
Thermal anti-ice valve. Excessive
component wear required redesign of
the valve for installation in field aircraft in 2012.
Oil tank cap. There were seven reports of oil loss due to an improperly
seated cap caused by an internally anchored retention chain being pinched
between the cap and housing and damaging an O-ring seal. The solution was
a simple redesign, relocating the chain
to the outside of the cap. SB 79-9007
(2011) allowed replacement by the operator.
Delayed light-off causing booming
during cold-weather starting. Considered a nuisance, Honeywell advised
operators to use continuous ignition
for prevention and has continued to
study the phenomenon since introduction of the redesigned combustor.
Whats Next?
have plans in place to be ready to take

the HTF7000 architecture to the next
level when a new application emerges.
We believe that will be an engine that
will produce 8,000 to 10,000 lb. thrust.
T he eng i ne ma ker ha s a l ready
been down the 10K-thrust airway,
having extrapolated a scale-up of the
HTF7000 dubbed the HTF10000 a
decade ago when interest flared in a
new generation of more powerful turbofans. However, after development
and rig testing of components for the
engine, it shelved the project for lack
of a launch airframe.
Nevertheless, the manufacturer

continues to explore opportunities to
grow the HTF series. This is an active program, Karras said. At this
point, we are maturing technologies
to achieve less noise, better fuel consumption and improved emissions.
Were also working out the manufacturing issues the readiness level
through trade studies, customer
surveys and prototyping.
In the fiercely competitive aero engine business, You can never rest,
Karras maintained. You always have
to get better. BCA
Whatever Happened to the F109?

In the 1980s, the former Garrett Turbine Engine Co. (now Honeywell) won a Pentagon contract to supply the engines for the U.S. Air Forces Fairchild-Republic T-46
advanced trainer. Designed to military specifications, the turbofan was rated at
1,330 lb. thrust and was assigned the designation F109. But, alas, after the first
28 F109s were delivered to the Air Force, the T-46 program was canceled in 1986.
Curious about those engines status, we queried Honeywell. Its a mystery
where they are now, Vice President Athanasios Karras told BCA. The Air Force
may have some, we may have some [at Honeywell], and some may have been given
to universities.
Could the F109 have been adapted for civil use, especially to power very-light
entry-level business jets? Not in the military configuration, Karras explained, primarily because the F109 had a low bypass ratio and other features intended to
support high-g maneuvering while preventing compressor surging. And while a civilianized TFE109 variant had been proposed, its development ceased with the
T-46 programs cancellation, leaving the door open to Williams International and
Pratt & Whitney Canada to power the very-light-jet market. BCA
Honeywell HTF7000 Series

Engine
Platform
Takeoff Thrust
HTF7000
HTF7350B
HTF7250G
HTF7500E
HTF7700L
Bombardier Challenger 300

Bombardier Challenger 350
Gulfstream G280
Embraer Legacy 450/500
Cessna Citation Longitude
6,944
7,530
7,765
7,638
7,550
With the success of the HTF7000 program, Honeywell has clearly staked
out a future in the super-midsize market segment. We are always talking
to [the airframe] OEMs and customers
to see where the market will go and
what people are planning for, Karras
said. Based on that, we will continue
to service the super-midsize segment.
But the midsize aircraft performance profile continues to evolve.
Customers want to fly farther and
faster between pair cities, so range is
a driver, Karras continued. So we
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A D V A N C E D
A I R
MAYO
A V I A T I O N
DOM Notebook
Profiling a Pro Mark Jones

Hes Mr. Hawker, and ever ready to help
BY MIKE GAMAUF mgamauf@yahoo.com
hose who manage the maintenance function for business aviation face challenging situations
every day. Among this group are
those who stand out by a willingness
to share their knowledge to help make
aviation safer and more efficient. Mark
Jones is one such professional. His deep
expertise on Hawker series aircraft has
proven to be invaluable to his employers, fellow maintainers, pilots and the
jets manufacturer. A recipient of three
NBAA maintenance awards, he also
helped a previous employer earn a flight
safety award from the association.
Jones, who lives in Burlington, Wisconsin, is the director of aviation for
a private Midwestern flight department that operates a Hawker 800XP
and has two full-time employees and
four contract workers. The 57-year-old
veteran holds an A&P license with Inspection Authorization, is an NCATT

certified electronic technician and a
FlightSafety master technician for the
HS-125, and has the Management Endorsement. In addition, he is an airline
transport pilot with over 11,000 flight
hours and is type rated in the HS-125,
LR-Jet, CE-500 and BE-300/1900.
Like many with the flying bug, he
worked from the ground up, beginning
as a lineman in the late 1970s near his
home in Tennessee and earning his private pilots license at the FBO where
he worked. From the line he became
an apprentice repairman, earning his
A&P. In Tennessee at the time, most
of the pilots were dual qualified. It was
kind of the norm, Jones recalled. My
mechanic experience and being a pilot
helped me build a career in aviation.
In 1990, he was hired by a corporate

Hawker 400A-731 operator in his native
state, which sent him to formal maintenance training schools on the model. He
continued his technical education, earning his master technician certificate
through FlightSafety International, as
well at its maintenance management
certification. Throughout his career, he
always worked with employers of modest size but committed to both safety
and training, which he credits for his
career success.
Its just amazing that Ive always
been with small companies that believe
in training, he noted. Im on my third
company now, and they have always
said, Mark, do the training that you
need. Its never been an issue. My desire
to gain knowledge has always given me
the motivation to advance my training.
Mark Jones with his companys Hawker

800XP enjoying what he does.
www.bcadigital.com
Always Willing to Help

Jones commitment to safety and
technical excellence was noted by the
NBAA Maintenance Committee, which
asked him to participate in the Hawker
Technical Committee beginning in
1993. I thought it was cool that my
peers would even ask me to do that,
said Jones. To me that was a big step
up. The volunteer committee members invest many hours working behind the scenes to help fellow operators
work their equipment more effectively,
and the airframe manufacturers gain
from that effort as well. After serving
on the type-specific committee for 11
years, Jones moved to the NBAA Maintenance Committee.
John Mansfield, currently a senior
director of customer experience with
a major business jet manufacturer,
served on the Hawker committee with
Jones; he was a tech rep with British
Aerospace when they met. Mansfield
said Jones brought a lot to the table.
His experience with maintaining the
airplane as well as flying it offered a
new, unique perspective to us in that
respect. He is very knowledgeable, and
loyal to the Hawker product and trying
to help the OEM improve.
Later, when Mansfield assumed a
role in supporting military Hawkers
with technical concerns, he recalled, I
got a hold of Mark and he worked with
us through those issues. Even though
he didnt have to, he loves it. Hes willing to do it and he just enjoys the heck
out of it. If you want to start picking
Marks brain on some technical issue
on the Hawker, hes in hog heaven. He
loves doing that.
As Mansfield sees it, helping others
is part of Jones DNA. Hes always
willing to be out there and help, he
said, adding Jones is a great individual
personally, a guy of high integrity. I just
think with the emphasis back to his career being both operational and technical, its one of those unique attributes
that makes him a great asset to know
for the old Hawker program.
Pilots also benefit from Jones experience in the Hawkers front office. I
think Mark has a photographic memory or something, said Ken Anderson,
chief pilot on an Embraer Phenom 100
for a hospitality group flight department out of Nashville. If I ever have
a question on international travel or
regulations, I lean on Mark. He has
so much international experience and
he is so technical in what you need to
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have. If I have any questions, I just call

him. Hes like my go-to guy.
Anderson, who has flown with Jones
since the early 1980s, said of him, Hes
just an excellent, excellent pilot. And
when Anderson was between jobs,
Jones helped him get flying work. Another time, when his King Air 300 was
AOG needing replacement prop blades
and the factory was slow to respond,
Jones had Anderson serve as copilot on
a business flight to Kansas and while
there, the two paid a visit to the factory in Wichita and I came away with
two blades for my King Air propeller,
Anderson recalled. They were telling
me it was going to be six to eight weeks
and I got them back in 20 days. That
was all because Mark let me go with
him on a trip.
Teamwork, IS-BAO and SMS

When it comes to organizational certification, most small operators tend to shy
away from the formal programs. While
many follow the principles of the certifying agencies, few take the time and effort to see it through to actually earning
the certificate. Motivated by a Cessna
150 crash he survived in 1987 after the
engine failed on takeoff, Jones and his
team members at his last employer completed the IS-BAO (International Standard for Business Aircraft Operations)
certification. Now, he is working with his
new employer to repeat the effort. He
has a passion for safety, so the process
was further validation of what he was
already practicing.
Of that crash 29 years ago, in which
the aircraft was totaled and the cause
never determined, Jones, who escaped
with minor injuries, said, I dont ever
want to be in another one.
Through that experience, It became evident that to make retirement
there had to be ways to make us safer,
he said. I also am a firm believer in
CRM [Crew Resource Management],
MRM [Maintenance Resource Management] and FDRM [Flight Department Resource Management]. FDRM
is a term that I use when the flight and
maintenance teams come together to
not only promote, but to maintain a
high level of safety while accomplishing the flights at hand. Safety cannot
be taught, but judgment is the high
factor that keeps us alive. We prefer
to look at it as take a minute and consider the SMS [Safety Management
System] items and how they relate to
conditions and let the risk number on
it assist in a good judgment decision.

The essential process of every SMS
is to identify and classify risks, and
then mitigate, eliminate or accept
them. Jones and his colleagues follow
that process together and formally record the outcomes. Doing so is more
involved than going it alone, but the
process is more comprehensive and
also builds cohesion. It does create a
little bit more work, but can you put a
price on safety? Jones observed. It
makes you stop and think. Safety management systems make you stop and
consider what youre doing and the outcome of it. Thats what I love about it.
While hes put in time flying solo,
Jones said that now, I couldnt do that
if I had to. Im too used to the team effect. Two minds and two brains are
better than one.
Looking Back
In addition to his day job, Jones gives
back to the aviation community by advising at his local A&P school. Whatever you do, you always want to make
it better than when you started, he
said. I mean thats kind of my little
philosophy.
He believes new technicians are
entering the field at a great time. Advanced technology makes conducting
a system diagnosis faster, and the new
materials being employed are more
durable than those they replace. Still,
Jones prefers some of the old-fashioned
ways of maintenance. When an airplane tells you, well, this is wrong and
this is wrong, thats no fun. Where is
the surprise? Wheres the exploration?
he lamented. Yeah, the joy of using a
voltmeter, we just dont get to do that
much anymore.
Still, he believes the coming times
are going to be equally as exciting in
terms of technology and where things
are heading. Thats what all the young
folks will get to enjoy. But sooner
or later that wire is going to give you
a fit. Thats when you need a good
technician.
Considering the whole of his career,
Jones said, I enjoy what I do. Everybody gives me fits for being dual qualified, but I get to a see a lot of things
from both sides of the fence. It has
long been said if you enjoy what you do,
you will never work a day in your life.
While for most of us that is a stretch at
best, you get the sense that for Mark
Jones, its been the way for a very long
time. BCA
Safety
Solo CRM
How to master automation, communications, navigation,

systems and the rest when youre a crew of one
BY PATRICK VEILLETTE jumprsaway@aol.com
A second step in self-evaluation is ones

physical and mental fitness for flight.
STACEY NEWMAN/ISTOCKPHOTO
lying single-pilot in the furtherance of business is a common

and practical activity conducted
in perfect safety in thousands of
legs every week. However, the challenges posed to the solo pilot are real
and unique and sometimes fraught
with danger. Indeed, according to accident data collected by Robert Breiling & Associates, for example, four
out of five turboprop mishaps involve
single-pilot operations. Moreover, the
NBAAs Risk Management Guide for
Single-Pilot Light Business Aircraft
cautions that the absence or poor application of threat assessment and
mitigation may be a root cause of most
fatal accidents involving small aircraft
used in business.
Accordingly, a coalition comprising
the FAA and aviation organizations
undertook developing airman certification standards (ACS) to replace the
practical test standards (PTS) for all
pilot certificates and ratings. Unlike
the old standards, the ACS require pilots to demonstrate risk management
proficiency in all operations and tasks.
The first ACS documents, for the private pilot certificate and instrument
rating, were issued in June 2016.
The N BA A encourages pilots to
take a formal risk management training course as the first step in mastering risk management. A Single-Pilot
Safety Standdown focusing on that
subject was scheduled for Oct. 31 as
preface to the associations annual
convention in Orlando (Nov. 1-3). The
half-day session was to be headed by
Robert Wright, a safety consultant
who from 2001 through 2006 managed
the FAAs General Aviation and Commercial Division, the Flight Standards
unit responsible for all policies and
regulations relating to general aviation pilot training.
Scheduled speakers included Dr.
Earl Weener, NTSB member; Eric
Hinson, head of Simcom; and Textron
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5 seats + baggage compartment

Garmin G500H & HeliSAS options
Optional auxiliary fuel tank
Safety
Aviations Mike Graham.
Wright endorses the conventional
risk management process used in many
industries. This begins with identifying
any potential hazards to your flight and
assessing their likelihood and severity.
For this process, Wright recommends
employing PAVE, an acronym for Pilot, Aircraft, enVironment and External pressures.
When assessing oneself as a pilot,
you need to consider whether you hold
the certificates and ratings required
for the planned flight and whether you
are truly not merely legally current and competent to launch and handle whatever challenges might arise.
After all, a pilot may hold a current instrument ticket but be ill-equipped to
depart into Teterboro Airports super
complex airspace on a stormy Friday
afternoon.
A second step in self-evaluation is
ones physical and mental fitness for
flight. If youre sick, taking medication,
stressed, tired or under the influence,
its best to keep the airplane chocked.
For assessing the risk posed by the
aircraft, the NBAAs risk management
guide advises assuring that all required
inspections have been completed, that
it has the equipment necessary to complete the flight under the forecast conditions and that its working properly,
and it has the necessary performance.
With the forgoing in mind, what follows is a realistic set of circumstances
to consider. You are flying into Friedman Memorial Airport (SUN) near Sun
Valley, Idaho, and the forecast predicts

a snowstorm. Your aircraft is equipped
with steam gauge avionics so, no
terrain awareness and a GPS not
certified for instrument approaches.
Your only option then is an NDB/DMEA approach to get down into the canyon
airport. Oh, and by the way, as you descend, the ADF needle tends to swing
away from the final approach course.
And another, oh, the missed approach
point is defined with a DME, which
requires you to use extra vigilance
on tracking an NDB bearing (something that many of us werent exactly
skilled at to begin with) while changing
your scan to include the DME. A legal
launch? Yes. But ill-advised.
And as for performance, will your
aircraft have all the required takeoff,
climb, en route and landing performance and reserves under unexpected
conditions? Again, being legal doesnt
necessarily mean safe. I once got an
ATC wave-off on final to Jackson Hole,
Wyoming (JAC) when an unannounced
TFR was suddenly imposed. Because
of the clear weather forecast I wasnt
required to have an alternate, which
meant I had no information about the
condition of the runways at the nearest
airports, none of which were close and
many of those are not suitable for jet
operations. And the unplanned climb to
FL 180 ate a lot of my fuel. Fortunately,
I had a copilot and was able to call dispatch for help. Do that single-pilot in
the mountains in winter? No thanks.
PAV E s V for, enV i r on m ent ,
Managing Checklist Interruptions

Many of the checklists designed for business aircraft are lengthy, especially
when addressing critical phases of flight, and they can increase a pilots workload, thereby detracting from the primary task of managing the aircrafts trajectory. The challenge becomes compounded whenever the list is temporarily
halted for whatever reason.
Since traditional paper checklists have no means of reminding a pilot about
skipped or unaccomplished items, the likelihood of omitting something upon
restarting the list is relatively high. A memory trigger is especially helpful. One
that I learned while training to fly a Boeing 727 was to place an empty disposable coffee cup over the throttles to remind us that something was incomplete.
Other triggers include placing the checklist in a conspicuous place, such as the
throttle/power quadrant area, or clipping it to the control yoke as a reminder
that an item has been skipped and that the task list has not been completed.
If there is a doubt as to where a task list was interrupted or whether all of the
items were properly completed, go back to the beginning and start over. And
dont stow the checklist until every item has been completed. BCA
comprises weather, terrain, airports,

airspace and time of day. Thats a lot to
consider. What convective activity, turbulence, icing, ceiling, winds and visibility? What terrain and obstructions
are present on departure, en route and
for arrival? The Flight Safety Foundations Controlled Flight Into Terrain
(CFIT) checklist is an excellent compilation of risk factors associated with
the airport, runways, and approach
aids. For example, does the airport
have terminal approach radar, vertical approach aids such as a VASI, good
weather and runway condition reporting? Is it a canyon airport that goes
dark long before official sunset? What
about special-use airspace?
And, finally, external pressures from
business and personal concerns can
have a pronounced impact on a pilots
decision-making. Contract deadlines,
anniversary dinners, a childs Little
League all-star game, a doctors appointment made months earlier they
can all weigh heavily on a launch decision. I well remember a CEO screaming at me with veins popping from his
forehead as I sat in the chocks due
to thunderstorms and a mandatory
ground-stop by ATC. His next business
meeting was apparently more important than his life. (I kept him alive.)
For those unable to attend the NBAA
single-pilot standdown, there are other
resources available on risk management, including those on the FA A
Safety Team (FAAST) website, http://
www.faasafety.gov.
An important skill to be mastered by
single-crew pilots is workload management, especially if flying a high-performance aircraft. When workload gets
too high, flight path management and
monitoring should take priority. (Follow the time-proven checklist: Aviate,
Navigate, then Communicate.) Tasks
not related to the flight path should be
avoided or delayed, if possible. Prepare
your avionics and brief yourself for the
approach prior to top of descent.
Proper organization of the cockpit
can help prevent distractions such as
digging out charts and approach plates,
or picking up loose items. Maintain a
visual scan outside the cockpit. Unnecessary distractions have caused pilots
to hit hangars, radio towers, other aircraft or mountains.
Once underway, if you hear ATC
giving holding instructions or slam
dunking aircraft ahead of you, anticipate the same. Consider slowing
down, though doing so sometimes
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Safety
Especially as a single pilot, organizing items
you will need for the flight while still in the
chocks or the planning room just makes
good sense.
ALINA SOLOVYOVA-VINCENT/ISTOCKPHOTO
doesnt fit into ATCs traffic flow.

Taxi, takeoff, initial climb-out below
10,000 ft., descent below 10,000 ft., the
last 1,000 ft. before level-off, approach
and landing are all f light phases in
which the sterile cockpit rule should
prevail. You should brief your passengers accordingly, explaining the reason why.
Despite the forgoing, some distractions are important and need our immediate attention. Would that our
aviation components be 100% reliable,
but they are not. Diagnosing equipment
failures can take time and a lot of mental focus, but we must deal with them. A
friend, a former naval combat aviator,
was flying a homebuilt aircraft when
it caught fire and was minutes away
from any suitable landing surface. The
heat from the flames was so intense
it was melting the skin on his hands.
Despite the excruciating pain, he kept
aircraft control until aircraft roll-out,
at which time he was overwhelmed by
the smoke. Yes, maintaining aircraft
control is that important.
When dealing with a mechanical
malfunction, you must divide your attention between aircraft control and
resolving the problem. In dealing with
mechanical faults, knowing your aircrafts systems, emergency procedures
and where to look in the checklists for
other procedures can be vitally important. Also know where to quickly find
critical circuit breakers even under duress. This knowledge will allow you to
efficiently split your attention between
resolving the problem and maintaining

aircraft control.
Spending f light time deciphering
systems distracts from adequately
monitoring and managing your flight.
Master your autopilot and FMS while
on terra firma, and know the wisest
modes to use. Studies have shown that
an autopilots vertical nav modes seem
particularly error-prone.
Conditions at altitude can slyly set
you up to be behind the aircraft.
Beginning the preparation for the descent during the low workload portions of cruise flight has become a best
practice in the airline industry and is
equally applicable to business aviation
operations.
Program the winds for your altitude
into the FMS to help it calculate the
descent point. Know how to insert an
arrival procedure that has multiple
step-down fixes, and know which flight
management modes will fly the arrival
with the lowest workload. When VNAV
is set up correctly, it can greatly lessen
the workload by doing the stick and
rudder control manipulations so that
the pilot can monitor, think ahead,
watch for weather effects, traffic, and
work with ATC.
How to learn and master all this?
Home study helps, though aircraft
manuals are hardly reader-friendly.
Too many are written in a dry, engineering prose.
A good flight simulator and instructor can help facilitate understanding
of the various FMS modes. Moreover,
making mistakes in the sim can be
an effective learning tool, especially
when flying single-pilot in a threatand error-rich environment such
as during descent into busy, complicated airspace. An effective workload
Ground Prep Preferred

Especially as a single pilot, organizing items you will need for the flight while still
in the chocks or the planning room just makes good sense.
Having the correct charts ready for quick reference prevents distraction, an
especially important consideration when flying in clouds or busy airspace. Take
the time to fold the trips charts in a logical manner. Pull out all of the arrival
and approach charts for your destination ahead of time. Use a clip and put
those in a handy place. Put a bookmark in your binder for the alternate airport
charts, just in case.
Navaids and radio frequencies should all be tuned ahead of time. GPS coordinates should be plugged in. If your favorite frequent flyer is aboard, have that
person help keep your charts organized and hand you the appropriate ones
when requested. Anything that allows you to maintain your attention on the
aircraft, its systems and its flight path is a wise use of resources. (And if you
think that flying single-pilot in an airplane is a handful, try flying a helicopter
solo; two hands arent enough.)
All loose items should be secured in place during your preflight. Anything that
might pop loose and roll under your seat or into the flight controls needs to be
clamped down or otherwise secured or left behind. BCA
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Safety
Staying ahead of the aircraft is a combined act of anticipating and controlling its airspeed, altitude, drag, thrust
and flight path while also managing an
abundance of information airport
conditions, approaches in use, weather
conditions, calculating landing performance as you complete checklists
accurately in a timely manner to avoid
getting rushed, and properly programming and monitoring the FMS. Whew!
If events are moving too quickly,
reduce airspeed, slow descent, or
management technique is to use the

low workload phase of cruise flight to
examine the latest weather and information at the destination to pre-plan
the descent to the approach.
Last-minute changes in clearances
and runway assignments are classic
(and all too frequent) traps that cause
mistakes. How I hated it when the controller would give me an intersection
that wasnt on the flight plan! Refuse
complex ATC clearances or ATC clearances that compress time.
request vectors, a turn in holding, a

simpler approach, or an altitude and/
or routing change. We pilots need to
be willing to swallow our pride earlier
rather than later to admit to ATC that
were unable or, if necessary, declare
min fuel.
The fact is single-pilot operations can
be the most demanding in aviation and
those who undertake them should be
willing to admit to encountering unacceptable risk at the first sign they are beginning to get behind the aircraft. BCA
NBAAs List of Risks

A comprehensive list of risks assembled by aircraft manufacturers was published in the
NBAA Training Guidelines for Single-Pilot Operations of Very Light Jets and Technically
Advanced Aircraft. The items vary somewhat depending on the type of aircraft involved:
n Wake turbulence
n High-altitude weather
n Convective weather
n Physiological effects
of high-altitude operations
n Wind shear
n Clear-air turbulence
n High-altitude upsets
n Mountain wave
n Jet blast
n Low-fuel arrivals
n Less than optimum
cruise altitudes
n Inadequate preparation
for high-rate/high-speed
climbs
n Inadequate crosswind
takeoff and landing
preparation
n Automation management
n Inadequate exercise
of command
n Recognizing red flags
n Land-and-hold-short
n Lack of self-evaluation
n Checklist adherence
n Winter operations
GEORGE BURBA/ISTOCKPHOTO
www.bcadigital.com
The world can change a lot in a year.

Is your FBO Directory accurate?
Know Before You Go

2017 Editions
now available for order
Order yours today by visiting:
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The Directory You Can Trust
Point of Law
Kent S. Jackson
Contributing Editor
kjackson@jetlaw.com
Personal Flights in Company Aircraft

Navigating government rules that conflict with each other
NON-BUSINESS USE OF BUSINESS AIRCRAFT IS A REALITY IN ANY
corporate flight operation.
In the U.S., the FAA, Internal Revenue Service (IRS) and
Securities and Exchange Commission (SEC) each regulate this
issue, but they dont do so in concert. In fact, compliance with
one agency can cause an operator problems with another. Flight
departments must walk a narrow path to satisfy all regulatory
requirements.
FAA: For FAR Part 91 flight operations, flight department
managers need to communicate clearly with the executive and
accounting teams downtown about how to
document both business and non-business
flights. As discussed later, IRS and SEC requirements make it attractive for executives
to simply pay for the cost of their personal
travel. But the FAA doesnt allow an executive
or guest to reimburse under Part 91 without a
clear exemption.
The most common solution for reimbursement under FAR Part 91 is using time sharing provisions under FAR 91.501(c)(1). This
requires a written lease, on file with the FAA
in accordance with FAR 91.23, and payment
is limited to 2 x the cost of fuel, plus any flight
specific expenses, such as landing fees, crew
meals and hotel charges.
The advantage of a time sharing lease is
its relative simplicity. The company can lease
to anyone: another company, an executive, a
family member. However, a company cannot
hold out Timeshares R Us as a money-making venture, and with the 2 x fuel limitation,
there is no money to be made anyway.
The next most common solution for dealing
with the costs involved in personal use of company aircraft is to
allow certain executives to pay the company under a FAA Legal
Interpretation issued to NBAA in 2010.
In it the FAA acknowledged that some high-level executives
may be unable to reliably schedule personal travel due to the
nature of their employment. The agency recognized that routine
personal travel, such as vacations, could be cancelled or altered
up to the last moment because of compelling business concerns.
The companys ability to alter an individuals travel plans on
short notice may render a flight both within the scope of, and
incidental to, the companys business. Within the scope of, and
incidental to is the trigger phrase for making a personal flight
part of the business of the company.
By keying into the correct language in FAR 91.501, the FAA
concluded that a company could be reimbursed for the pro rata
cost of owning, operating, and maintaining the aircraft when
used for routine personal travel by individuals whose position

merits such a high level of company interference into their personal plans.
IRS: The FAA and the IRS each have their own aviation-related definitions and neither agency has sympathy for the chaos
that ensues when these definitions conflict. For instance, the
IRS taxes reimbursements under time sharing and the FAAs
2010 interpretation to NBAA as commercial operations. Thus
companies must collect and remit to the IRS 7.5% of such reimbursements, plus segment fees. (NBAA members can review
the NBAA Federal Excise Taxes (FET) Guide
to understand FET issues: https://www.nbaa.
org/admin/taxes/federal/fet/)
But FET is the tip of the tax iceberg when
dealing with non-business use of the business
aircraft. The IRS views personal flights by
executives or other employees on a corporate aircraft as a taxable fringe benefit. The
value of the flight is deemed gross income
to that employee, and employers are also required to report such amounts as income
on the employees form W-2, Wage and Tax
Statement. Employers must determine the
value to add to the W-2 based on the charter value of the flight or the lower Standard
Industry Fare Level (SIFL) rate.
But it isnt enough to make sure that the
fringe benefit rules are followed. Companies
must also contend with the entertainment
rules of IRC 274. Use of an aircraft for entertainment means a loss of company tax
deductions on the aircraft, based on a ratio of
business to entertainment use.
To the IRS, entertainment means any activity that is entertainment, amusement, or recreation, such as
flights for hunting, fishing, vacation or golf. For instance, if the
company plane is used to send employees to attend a funeral, it
would be personal, but not entertainment. This means that the
employees should have income imputed to their W-2s for the
value of the flight, but the company would not lose any portion of
its aircraft deductions due to the flight.
SEC: Publicly-held companies must disclose executive compensation. Personal use of corporate aircraft must be disclosed
if the aggregate incremental cost to the company exceeds
$50,000. Arguably, incremental costs simply mean direct operating costs of the flight.
These rules are complex, and compliance requires a detailed
understanding. NBAA members should review the NBAA Personal Use of Business Aircraft Handbook for a deeper look at the
issues: https://www.nbaa.org/admin/taxes/personal-use/ BCA
www.bcadigital.com
To the IRS,
entertainment
means any
activity that is
entertainment,
amusement, or
recreation, such
as flights for
hunting, fishing,
vacation or golf.
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News of promotions, appointments and honors involving

professionals within the business aviation community
Air BP, London, England, appointed Jon Platt
CEO of Air BP, BPs global aviation business,
effective October 1. Platt, who joined the company 27 years ago, most recently served as
CEO of BPs liquid petroleum gas business
and chief financial officer for its petrochemicals business.
RODIN LYASOFF
Airbus Group, Toulouse, France, appointed
Rodin Lyasoff as chief executive officer of
A3, the advanced projects and partnerships
outpost of Airbus Group in Silicon Valley. He
succeeds Paul Eremenko who became the
companys chief technology officer.
Blackhawk Modifications, Waco, Texas,
announced the Lindsay Allmon is the new marketing coordinator.
LINDSAY ALLMON
Bombardier Business Aircraft , Montreal,
Quebec, announced that Jean-Christophe Gallagher, formerly vice president, Strategy, Marketing and Innovation has been named vice
president and general manager, Customer
Experience. Andy Nureddin has been appointed
vice president, Customer Support and Training, reporting to Gallagher. Peter Likoray, was
FRANK DAVIDSON
named senior vice president of the newly combined Sales and Marketing organization.
Drivania, Barcelona, Spain, a global service chauffeured ground transportation services, recently named Frank Davidson to lead
all Global sales initiatives. Previously Davidson worked as a sales representative for Bombardier Business Jets and was a senior vice
president at NetJets.
MARIA BECKHAM
Duncan Aviation, Lincoln, Nebraska, named
Matt Lentell Bombardier program manager,
working with Bombardier. In his role, he will promote greater collaboration among the departments and facilities of the two companies.
Lentell has served in a variety of positions at
Duncan, most recently as a project manager.
Epic Fuels, Irving, Texas, appointed Maria
WILLY VARGAS
Beckham chief financial officer based at the
companys headquarters in Irving and reporting to President Kevin Cox.
FlightSafety International, New York, New
York, announced that Willy Vargas has been
promoted to director, Sales for Latin America and the Caribbean. He is responsible for
FlightSafetys training sales and business
MATTHEW MURPHY development activities in the region. Willy
joined FlightSafety in 2004 and has held a number of positions with increasing responsibility since then. Brady Peikert
has been promoted to assistant manager of

FlightSafety Internationals Orlando Learning
Center in Florida.
Global Jet Capital, London, announced the
appointment of Graeme Shanks as sales director, Northern Europe and sub-Saharan Africa
responsible for coordinating and overseeing
business jet financing and leasing for clients M. MOTSCHENBACHER
in his region.
Gulfstream Aerospace, Savannah, Georgia,
named Matthew Murphy regional vice president Sales for Mexico and Central America. He
reports to Fabio Rebello, regional senior vice
president, International Sales. He comes to
the company after 12 years with Textron Aviation where he served as director of Regional JULIAN TONSMEIRE
Sales for Latin America.
Jet Support Services (JSSI), Chicago, Illinois, promoted Joy Nebel
to senior vice president of client and administrative services.
James Stovall has been promoted to vice president of pricing and
program development; Don Strench has been named vice president of financial planning and analysis.
Lufthansa Technik Malta, Hamburg, Germany, named Marcus Motschenbacher chief operation officer and announced that
Stephan Drewes will take over leadership of the international Production Network.
Mountain Aviation, Broomfield, Colorado, promoted Julian Tonsmeire to chief commercial operator. He started with the company in Flight Operations, and has held positions with increasing
responsibility in Guest Experience and Business Development
and Marketing. Tonsmeire has been with Mountain for 11 years.
Munich Airport, Munich, Germany, has added Andrea Gebbeken
as a third managing director alongside Dr. Michael Kerkloh and
Thomas Weyer. He will be responsible for customer business,
corporate security and quality and project management.
Priester Aviation, Wheeling, Illinois, announced that Michael
Giordano is the new vice president of Northeast Charter Sales
based in New York. Wade Beyer is the new vice president of Charter Sales responsible for the company Southwest territory.
Quest Aircraft Company, Sandpoint, Idaho, appointed Jason
Eddy to the newly created position of chief operating officer. He
will oversee all company functions including quality assurance,
manufacturing, finance and sales and marketing.
Tag Aviation, Geneva, Switzerland, named Adelaide Rispoli area
sales manager for Southern Europe. Rispoli joined the firm in
2013 and most recently served as area sales manager for the
Geneva region in Switzerland.
TBM Owners and Pilots Association, www.tbmowners.org,
announced that Howard Janzen is the associations new chairman.
Western Aircraft, Boise, Idaho, announced that Pat Belokas has
become part of its aircraft sales team responsible for sales of
Piper Aircraft models. BCA
www.bcadigital.com
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DISPATCHERS CONFERENCE
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Gulfstream G450
Swan song for third-generation GIV
THE GULFSTREAM G450, NOW IN ITS 12TH YEAR, IS NEARING THE
end of production life. When introduced at the October 2003
NBAA Convention, it was one of the few large-cabin aircraft capable of flying eight passengers 4,300 nm at Mach 0.80 and land
with 200-nm NBAA IFR reserves. It has nearly 200 nm more
range than the first- or second-generation GIV or GIV-SP, an
increase made possible by subtle drag reduction improvements
and upgraded Rolls-Royce Tay Mk 611-8C turbofans. The G450
also has a larger capacity APU and revised intake and exhaust
ducting that greatly reduces external noise.
The aircraft retains the basic GIV airframe, but it incorporates the GVs automated
electrical and pressurization
systems, plus it has a relocated
cabin door, GVs higher aileron servo boost and automatic
anti-ice control systems, among
other changes. The entire
nose of G550 (aka GV-SP) was
grafted onto the airplane, thus
air crews enjoy a much needed
12-in. stretch to the cockpit.
More room also makes possible a considerably more comfortable jump seat for a third flight deck or cabin crewmember.
Its PlaneView cockpit features four large LCD displays, along
with standard HUD with EVS. PlaneView makes possible paperless chart approval, plus optionally ADS-C for trans-oceanic
operations, CPDLC and synthetic vision. Gulfstream also offers
an ADS-B solution.
The main cabin typically is divided into three sections. There
is a four-seat club section up front, a four-seat conference section with a credenza or two facing chairs in the center and aft
a semi- or fully-private stateroom with a divan and / or other
furniture. The main cabin has dual-zone temperature controls,
with a third temperature control in the cockpit. Most operators
typically configure the aircraft with a forward galley. Forward
crew and aft passenger lavatories are standard with high-capacity vacuum toilets. A conformal fresh water reservoir in the
baggage compartment yields more net storage volume in the aft
bay than in earlier GIV models.
The G450 is more enjoyable to fly than previous GIV models.
PlaneView provides unsurpassed situational awareness. The
7:1 boost ratio ailerons make it much easier to hand fly than
the 5:1 boost ratio ailerons of its predecessors. The automated
systems reduce pilot workload and graphic systems synoptics keep the crew in the loop. But it still can touch down with a
ker-plop in spite of its trailing link landing gear.
Aircraft reliability is rock solid and Gulfstreams product support for large cabin aircraft is second to none. Basic
maintenance intervals are 12-months or 500 hr., whichever

comes first. The carbon/carbon wheel brake heat packs last
2,000 landings or more. Each engine costs $1 million to overhaul, but TBO is 12,000 hr. Pay-per-hour Rolls-Royce Corporate
Care can take the sting out of engine restoration costs. FMS
CDUs, emergency batteries, the engine fire detection control
box, the horizontal stab actuation motor and APU starter pose
occasional problems for operators.
In daily operations, crews say they plan on burning 3,000
pph on average. First hour fuel burn is 4,500 lb., second hour is
3,000 lb. and third and subsequent hours are closer to 2,500
pph. The aircraft can comfortably fly 9.5 hr. and land with
NBAA reserves. Normal cruise
speed is Mach 0.82 for shorter
missions, but the longest transoceanic missions are flown at
Mach 0.78 to 0.80, depending
upon aircraft weight.
They also say that Gulfstreams advertised 43,200 lb.
GULFSTREAM
BOW is realistic for the average equipped aircraft. Loading up the aircraft with broadband
multi-link, large HDTV monitors, solid-partition bulkheads for
the aft stateroom and other options, can boost BOW to 44,000
lb., or more. However, the aircraft still can carry five passengers
with full fuel, if so equipped.
Airframe, system and engine reliability has been excellent.
But some crews say sophisticated cabin management systems
can be cantankerous, thus potentially threatening dispatch.
G450s main competitors are Bombardier Global 5000 and
Dassault Falcon 900EX, respectively having ten-inch and fiveinch wider cross sections. The Global 5000 essentially has the
same cabin length as the G450, but the Falcon 900EX has a 3.8ft. shorter cabin, thus its three seating areas are more cramped.
Having leading edge slats, both large-cabin competitors have
better runway performance than the hard wing G450.
Global 5000 can fly eight passengers 4,900 nm while cruising
at Mach 0.82. But being a larger and heavier aircraft, its also
considerably thirstier. In contrast, the lighter weight Falcon
900LX can fly eight passengers 4,500 nm-plus and it gets better fuel mileage, but it also cruises at Mach 0.75 to 0.78 on the
longest missions.
With the imminent arrival of the G500 in 2018, the G450 resale
prices are plummeting, starting at less than $10 million for 2005
models to about $25 million for 2016 models. Generous incentives
on new G450 purchases are depressing used aircraft prices. So,
if youre interested in stepping up to a long-range, large-cabin
Gulfstream, the G450 could be quite a bargain. BCA
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an accredited aircraft appraiser is important for
ensuring your aircraft is accurately refecting its
fair market value.
FOR ADDITIONAL INFO

BRIAN GAMBINO
Director, NGPA Industry Expo
brian.gambino@ngpa.org
DAVID PETTET
Executive Director, NGPA
david.pettet@ngpa.org
Carl Janssens
Accredited Senior Appraiser
Chris Reynolds
Accredited Senior Appraiser
Appraisal Services
Aircraft Collateral Verifcation & Audit
Portfolio Audits
Diminution of Value
877.531.1450 | jetappraisals.com
www.bcadigital.com
NGPA.ORG
LEKTRO
Since 1945
The Ultimate Aircraft Tug
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Models ranging
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1-800-535-8767 1-503-861-2288
sales@lektro.com
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THE AIRCRAFT
FUEL LEAK
STOPS HERE
At Seal Aviation we repair aircraft fuel leaks the rst time, everytime!
Thats why we offer a 181 Day Warranty on all of our leak repair work.
We also offer:
Non- Destructive Testing and Structural Repair support 24/7 any
where in the world
A rapid response team ready to deploy to your location for your
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S.E.A.L Aviation 1011 N.W. 51ST. Fort Lauderdale, Florida, 33309
www.SEALaviation.com 954-492-3522 Sales@SEALaviation.com
QUALITY SNACK LEADER

Torn Ranch has grown into the
leader for premium chocolates,
baked goods, and the fnest fruits
and nuts from Californias fertile
valleys. For almost 40 years.
Number one in the air.
Corporations and leading

aviation companies trust us with
their reputations and have come
to rely on Torn Ranch when they
want the very best in in-fight
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Booth number 848 at the

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Number one on the ground.

Come see what makes
us their choice.
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www.bcadigital.com
BEFORE IT CAN FLY ...

FAA DER ENGINEERING SERVICES l ALL FAA DISCIPLINES
SUPPORTING TC MANUFACTURERS, STCs & SPECIAL MISSION
FAA CERTIFICATION PLANS l PROPOSAL ASSISTANCE
DESIGN & ANALYSIS l SYSTEM SAFETY ANALYSES
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Contact@Drake-Group.com
702.796.0911
YOUR
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TRANSPORTATION FOR
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AND RECEIVE 2 COMPLIMENTARY
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MORE INFORMATION IN
WWW.DRIVANIA.COM/BIZAV
Meet us at NBAA Show
business@drivania.com
www.bcadigital.com
SEE THE
DIFFERENCE
Hawkeye Aircraft Acquisitions is a boutique aviation
consulting company. We challenge convention by
viewing the world differently. HAA was created because
we felt there should be an easier and more productive
method to evaluate complex aviation solutions. Through
our unique application of resources, data, and industry
expertise we identify the best solution for you.
SERVICES
Aircraft Acquisitions
Certified Appraisals
Aircraft Value Annual Subscription
Aircraft Marketing
Fleet Planning/Feasibility
Mike McCracken
38 years Aviation Experience

29 years with major Aircraft manufacturers
6500+ hour ATP Jet Type Rated pilot
ASA Senior Aircraft Appraiser
President
PLEASE CONTACT ME FOR A COMPLIMENTARY AIRCRAFT CONSULTATION.
info@hawkeye-aircraft.com
727.796.0903
www.hawkeye-aircraft.com
KING AIR 200 & 250
14,000 POUNDS
MAX TAKEOFF WEIGHT
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HIGH FLOTATION LANDING GEAR REQUIRED

13,500 LB MAX LANDING WEIGHT
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VISIT US AT NBAA-BACE 2016

BOOTH #1131
KING AIR 250s
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254-752-4290
SEE OUR SADDLE TANK DISPLAY

AT NBAA-BACE 2016
BOOTH #1131
We know how to save

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Personal Jets Deserve

Personal Attention
Aircraft Services & Invoice Consulting
ONSITE/OFFSITE
Maintenance Consulting
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Meitner &
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PO Box 780269, Wichita, KS 67278
www.mro.consulting
316.789.5037
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Battery Shop
A.O.G Services
RVSM Certication
Mobile Repair Party
Management Services
DOM Services
Third Party Review
Safety and Reliability

Parts Department
Avionics Shop
www.reliablejet.com
561-417-3834
info@reliablejet.com
Hablamos Espaol
Come visit us at booth 4208
Not only do our facilities distinguish us, but we

are the best way to arrive!
Everyday fight operations
Aircraft and crew administration
Charters
Handlers
Maintenance
Available 24/7
MMAN Monterrey | MMTO Toluca

Mexico the Country Friend!
www.asertecfbo.com
www.bcadigital.com
Nonstop excellence.
Nonstop elegance.
At Castle & Cooke Aviation, full-service FBO is an understatement. We are here
to meet your every need as a traveler. Before or after your flight, youre welcome to use
our well appointed private offices, the conference room, or if youre traveling through
Van Nuys, we invite you to indulge in pure R&R in our exclusive lounge.
Bottom line, well strive to assure that your experience with us surpasses your expectations.
Castle & Cooke Aviation. The highest standards. And climbing.

KVNY
PHNL
KPAE
Visit us at NBAA BACE in Orlando at Booth 3700

Van Nuys, California
(818) 988-8385
Honolulu, Hawaii / Lanai, Hawaii

(808) 548-2948
www.castlecookeaviation.com
Everett, Washington
(425) 355-6600
PORTLAND, MAINE (KPWM)
Redefining Your FBO Experience at KPWM.

Experience travel ease with MAC Jets, offering the most convenient location at
KPWM with state-of-the-art amenities. Its richly appointed and spacious pilot and
passenger lounges include the convenience of an onsite gym and shower facility.
As an FAA repair station, you can rest assured your aircraft is in the safest of hands.
Discover the MAC Jets difference: a culture of care, safety and performance.
macairgroup.com
KaiserAir Gets You In & Out of

The San Francisco Bay Area and Wine Country
BETTER and FASTER for LESS
KaiserAir has two Bay Area locations with the

friendliest staff and BEST VALUE.
Stay connected in
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-only 5 per message
LOW COST
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16 USERS
16 Passengers can simultaneously send and receive

text messages using their phone anywhere in the world
via the Iridium Satellite Network.
Long Term Hangar Space Available STS
www.kaiserair.com
510-569-9622 (KOAK) | 707-528-7400 (KSTS)
airtext.aero
678-208-3087
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Advertisers Index
Advent
aircraftsystems.aero/dealers
Page 37
Embraer Executive Jets

embraerexecutivejets.com
Page 10
Luxivair SBD
luxivairsbd.com
Page 48
S.E.A.L. Aviation
www.sealaviation.com
Page 79
Air Charter Safety Foundation

acsf.aero/join
Page 57
EPIC
epicfuels.com
Page 33
MAC Air Group

macairgroup.com
Page 86
Schweiss
www.schweissdoors.com
Page 80
Aircraft Bluebook
aircraftbluebook.com
Page 4
Flight Display Systems

fdsavionics.com
Page 43
Malabar
Page 65
Send Solutions
www.send.aero
Page 86
Manassas Regional Airport

manassasregionalairport.aero
Page 53
Signature Flight Support

Page 21
Meitner & Assoc

www.mro.consulting
Page 84
Stallion
jetuat.com
Page 3
Aircraft Lighting
www.aircraftlighting.com
Page 75
AMSTAT
www.amstatcorp.com
Page 54
Asertec
Page 84
Aviaton Partners
aviationpartners.com
Page 51
Bohlke Int. Airways
Page 84
Bombardier
businessaircraft.bombardier.com/bca
Page 15
FlightSafety
flightsafety.com
Page 39
Fort Wayne Aero Center
fwaerocenter.com
Page 78
Garmin
garmin.com/aviation
Page 6
Gulfstream
gulfstream.com
IFC
Hawkeye Aircraft Acquisition
www.hawkeye-aircraft.com
Page 81
Million Air White Plains

www.millionair.com
Page 76
National Gay Pilots
Association
ngpa.org
Page 77
NBAA
nbaa.org/join
Page 41
HillAero
www.hillaero.com
Page 78
NBAA Schedulers &

Dispatchers Conference
www.nbaa.org/sdc/bca
Page 71
CAE
trainwithcae.com
IBC
JetBed
www.Jet-Bed.com
Pages 72-73
Northeast Air
www.northeastair.com
Page 79
Castle & Cook Aviation

www.castlecookaviation.com
Page 85
JSSI
jetsupport.com
Page 17
Preferred Limousine
www.preferredlimo.com
Page 76
Centex
centex.aero
Pages 82-83
KaiserAir
www.kaiserair.com
Page 86
Reliable Jet Maintenance

www.reliablejet.com
Page 84
Conklin & DeDecker

conklindd.com
Page 78
Keystone FBO Services

keystoneav.com
Page 71
Robinson Helicoper
www.robinsonheli.com
Page 61
Corporate Angel Network

www.corpangelnetwork.org
Page 63
Kissimmee Gateway Airport

kissimmeeairport.com
Page 43
Rockwell Collins
rockwellcollins.com/ads-b
Page 19
Dassault
www.dassaultfalcon.com
BC
Legacy Aviation
www.legacy-aviation.com
Page 76
Rolls Royce
Rolls-Royce.com
Page 5
Drivania
www.drivania.com/bizav
Page 80
Lektro
www.lektro.com
Page 78
RUAG
www.ruag.com/ba/cabin
Page 9
Breitling
www.breitling.com
Page 13
www.bcadigital.com
Stevens Aviation
www.stevensaviation.com
Page 23
The Drake Group
drake-group.com
Page 80
The Weekly of Business Aviation
www.aviationweek.com/wba
Page 2
TNA - Aviation Technologies
www.tna-aviation.com
Page 86
Torn Ranch
www.tornranch.com
Page 79
BCA 50 Years Ago
November 1966 News

Perhaps just as serious is the anticipated removal by
Congress of the 7% investment tax credit. The most likely
to be enacted at this writing is a temporary suspension
for 16 months. BCA
Edited by Jessica A. Salerno jessica.salerno@penton.com
Circadian rhythm problems can be combated by smaller and more frequent

meals, cat-napping and keeping in good physical shape, according to Dr. Stanley
R. Mohler at the FAA. The phenomenon results from rapid transit through a
span of time zones.
GII
Mooney Mustang
First prototype of the new $2 million Gulfstream II business jet took off
October 2 from Grummans Bethpage,
New York, airfeld. It few for 52 min. at
200 kt. and landed on 12,000 ft. at
the companys Peconic River Airport in
Calverton, New York.
Mooney Mustang won certifcation
on September 26. Pressurized six-seater,
shown here at the NBAA convention, will
sell for $33,950; at least 83 are frmly
committed to distributors.
The turbine-powered McKinnon Goose,

of Grumman genealogy, skims the
surface with power to spare. Besides
transforming its ponderous wingspan
into a rather sleek airfoil, the PT6A-20
engines carry the amphibian along at
more than 200 mph on the deck and
about 230 mph at 10,000 ft. At its basic
conversion price of $145,000 (with your
airframe) McKinnon Goose owners can
get a range of about 1,200 sm and the
stares and compliments of landlubbers.
Skyvan in quantity production: Now marketed in the U.S. by

Remmert-Werner, offering from Short
Brothers is a light transport air raft
driven by two Turbomeca Astazou XII
engines. Max cruise at 10,000 ft. is
178 kt., and base price is $322,000.
Skyvan
Lear Liner 40
McKinnon Goose
Lear Liner Model 40 interior mockup

for corporate version indicates spacious
seating for as many as 16 passengers. Cost,
fully equipped is predicted at about $1.75
million. Work on the frst two prototypes will
begin this fall, and they should take at least
a year to complete.
The turboprop Goose nears
certifcation. McKinnon Enterprises, Sandy,
Oregon, says expected specifcations
include a 10,000-ft.-plus single-engine
ceiling, service ceiling of above 25,000
ft., max gross weight of 12,499 lb., and
an empty weight of 8,000 lb. BCA
Two locations Atlanta and Orlando.

For around-the-clock service Hangar
One is your stop.
www.bcadigital.com
Welcome to CAE, home of top-notch training in superb locations around
the globe. At CAE, youll fnd that safe operations and outstanding fight
training tailored to ft your needs are our specialty. Youll also fnd a training
partner who will not just meet your goals, but exceed them. Come work
with the people who work with you. CAE. Elevate your training.
Visit us at NBAA booth 4057.
TrainWithCAE.com
2016 CAE. All rights reserved.
WELCOME TO THE WORLDS

MOST LUXURIOUS
CLASSROOM.
At Dassault, were committed to enhancing the value and pleasure you derive from your Falcon. Thats why we provide every owner and their crew
customized, hands-on cabin familiarization training in their newly delivered aircraft. Because we want every minute you spend in your Falcon to be as
productive as it is comfortable.
WWW.DASSAULTFALCON.COM I FALCONCABIN@DASSAULT-AVIATION.COM

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Business & Commercial Aviation

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Digital Edition Copyright Notice

SCOTT NEAL | +1 912 965 6023 | scott.neal@gulfstream.com | GULFSTREAMG500.COM

Business & Commercial Aviation

CONTENTS NOVEMBER 2016

Edited by William Garvey,

Keep up with all

Citation Longitude Makes

and follow us on twitter

First Falcon 8X Delivered to

The G500 is poised to seize

With six applications, the

Business Jets President

Fast Five with Boeing

Consolidation Continues for

Trusted News and

Stay ahead with business

Chief Executive Officer

President, Aviation Week Network Gregory Hamilton hamilton@aviationweek.com

Managing DirectorCivil Aviation Iain Blackhall iain.blackhall@aviationweek.com

2 Business & Commercial Aviation | November 2016

NBAA Booth #4683

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The Aircraft Bluebook has been the industry choice for

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Trusted to deliver excellence.

Youve got a business aircraft.

2016 Garmin Ltd. or its subsidiaries

Shortly after building into a Category 5 tempest north of

Matthew kept coming north. By Saturday it seemed our worst

Cessna proves, again, that its the

That kind of domineering corporate insensitivity

8 Business & Commercial Aviation | November 2016

good cautionary tale, and worth keeping

91 operators. Further, ODPs are not

to takeoffs under IFR at civil airports in the

resource we have to identify those who

If you would like to submit a comment on

Ensure availability. With our reliable

Business & Commercial Aviation | November 2016 9

EDITED BY WILLIAM GARVEY,

NEWS / ANALYSIS / TRENDS / ISSUES

THE CITATION LONGITUDE, CESSNA AIRCRAFTS entrant into the super-midsize

Jet-A and Avgas

MEANWHILE, DAYS EARLIER CESSNA handed over a Citation M2 to Helitrip Charter,

DASSAULT AVIATION DELIVERED ITS FIRST FALCON 8X on Oct. 5 to long-time

The tables above show results of a fuel price survey

For the latest business aviation

Business & Commercial Aviation | November 2016 11

TRU Simulation + Training has entered the second phase of expansion

Embraer Cuts Brazil Workforce

Embraer is cutting 1,463 employees from its workforce in Brazil as it

DAHER RECENTLY COMPLETED ITS 800TH TBM single-engine turboprop, a

THE LONG-RUNNING FIGHT OVER SANTA MONICA MUNICIPAL AIRPORT