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After Panama, an "Isle of Man Papers"? - by Alasdair Whyte (Corporate Jet Investor)

Douglas, Isle of Man - BBC image

October 26th, 2017.

Does your corporation aircraft currently hold an "M-XXXX" registration? You might like to read this. The below article by Alasdair Whyte, Editor (Corporate Jet Investor).

Yesterday the lead news story on Manx Radio, the national radio station of the Isle of Man, was about Value Added Tax (VAT - or sales tax) on aircraft being imported into the European Union. Next week the BBC is expected to broadcast a television programme on the subject.
Before you jump on a plane and fly to Douglas, this is not because a large number of listeners to the Station for the Nation are looking to buy business jets. Instead, importing aircraft into the Isle of Man is about to become part of a major global news story. And it is not going to be good news.
Appleby, a leading off-shore law firm, suffered a data breach last year. Much of this data is now with the International Consortium of Investigative Journalists (ICIJ), a coalition of several hundred journalists. The ICIJ has won Pulitzer Prizes for the way it coordinated the publication of the Panama Papers and other large leaks. Journalists at the BBC, The New York Times, France’s Le Monde, the UK’s Guardian and others around the world have been working on the Appleby data since January. 
It is still unclear exactly what will come out. The ICIJ and the journalists working on the story are not revealing any details yet. This may be because of the amount of information they have. The Mossack Fonseca leak, which has brought down numerous politicians and a few governments, involved 11.5 million documents.
But because the Isle of Man Government has said that it has been asked questions relating to VAT on aircraft, the one thing you can guarantee is that business jets are involved. The ICIJ is expected to say that business jet buyers have imported aircraft into the European Union via the Isle of Man to avoid paying taxes.
Appleby and the Isle of Man Government deny doing anything wrong. The Government has already audited 33 deals out of the 262 aircraft structures that are live. The Isle of Man follows the same rules as the UK and it has asked the UK Treasury to independently investigate. The UK will report back next year.
We all know that there are aircraft buyers and advisers willing to break rules. If anyone has done it deliberately they deserve to be punished. There is no reason why a billionaire should not pay VAT on their aircraft, just like everyone else on the goods they buy.
But if the ICIJ finds proof – and this is a horrendously complex subject – it will be a case where a few people have damaged the reputation of everyone else. This is not good for the Isle of Man or business aviation. It is also worth stressing that the Isle of Man Aircraft Registry has nothing to do with VAT and you do not need to register an aircraft on the island in order to import it.
Howard Quayle, the Isle of Man’s Chief Minister, is visibly worried about how the leaks will affect his country. Advisers on the Isle of Man are worried, as are some owners. But, like Appleby’s staff and clients, all they can do is wait for the story to break.

Have a great weekend.


Alasdair Whyte
Corporate Jet Investor

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Why having two pilots on commercial flights is vital for safety? - by Aero Time Aviation News

Korean flight crew being trained on a CAE F-100 full flight simulator

Published on: October 6, 2017

Source : This article was written by Davide Crivelli, Cardiff University and first published by The Conversation. Read the original article.

These days, we don’t normally see much of the person flying the plane we are travelling on. On most flights, all we know of the pilots who fly us from A to B is what we learn from a voice intermittently coming over the speaker.

We defer our safety in the sky to commercial pilots who work in pairs, both having trained for years to be able to fly in any condition. Technically a pilot could fly a plane by themselves, but having two pilots is absolutely vital. In recent years proposals have been put forward to have a single pilot on the flight deck – to save money or potentially cover staff shortages – but this is simply not realistic in an industry where safety is paramount.

Though having two crew members in the cockpit is an imposed requirement by the Federal Aviation Authority among US airlines, it is still not standard practice across the world. Following the Germanwings crash of March 2015, airlines in Europe and Canada implemented a “rule of two”, though as of this year several lifted the requirement after governing bodies relaxed the rule – with German airlines citing other potential security issues for no longer requiring it.

Should the worst happen, however, having a second pilot on board can be the difference between disaster and smooth sailing.

An Etihad Airways captain was recently taken unwell while flying, for example, and became progressively worse until he was pronounced dead on arrival at a nearby airport. This may conjure up images from the movies, where an inexperienced staff member is forced to take over the controls, possibly guided by an eager air traffic controller on how to fly and land the plane. But in reality you really wouldn’t want this to happen. In the case of Ethiad, the fully trained second pilot, known onboard as the first officer, was able to take over full control of the aeroplane and land at the nearest airport. The passengers and crew were safe on the Ethiad flight throughout, and no harm occurred other than the unfortunate death of the captain.

It would be unpleasant to speculate on what may have happened should there have been a single pilot on board.

Safety and health

Pilots and flights attendants are trained to handle numerous safety situations, regardless of if they ever happen to experience them. On a normal day, one of the pilots – regardless of who is the captain or first officer – acts as “pilot flying” and they’re in charge of flying the plane. They handle the controls, programme the autopilot, and steer the aeroplane along its route. The other pilot acts as “pilot monitoring”, they support the pilot flying with communicating with air traffic control, monitor the engines and other parameters, and crosscheck all the actions of the pilot flying.

The workload is shared between the two pilots, and each one’s duties are well defined. While the captain is more senior and is ultimately responsible for the safety of the flight, both pilots are trained to handle all emergency situations equally professionally.

If either pilot is unable to continue their duties for whatever reason, the other pilot is fully trained to continue the flight safely, even in challenging and busy situations such as takeoff and landing.

Even though commercial planes have autopilot systems which are used quite heavily during flight, landing and takeoff are still manual tasks that need a pilot at the helm. Automatic landing does exist – and it is in fact a very impressive technology – but it is usually used only in very low visibility conditions.

A rare occurrence

Pilots’ health is closely monitored. Each commercial pilot must be certified as healthy at an aeromedical centre. Doctors at these centres test blood, heart function and lung capacity, as well as psychological well-being, eyesight and hearing. These tests have to be repeated every year, or every six months for pilots over 60-years-old. But despite these thorough checks, sometimes illnesses can be sudden and unpredictable.

If a pilot does become unable to continue flying while on route, flight attendants can help remove him or her from the controls, and they are trained to administer oxygen and first aid. Air traffic control is informed too so that medical assistance can meet the aeroplane as it lands.

However, the incapacitation of a pilot, where a pilot becomes too unwell to continue his duties, is infrequent. A study by the Australian Transport Safety Board found that on average there were only 23 such occurrences reported a year (about one in every 34,000 flights) between 2010 and 2014. Of these, half were related to gastrointestinal illness, followed by laser pointer incidents (13%) – where a pilot’s vision is impaired by a laser pointed at the cockpit from a person on the ground. Between January and September 2017, The Aviation Herald reported 16 pilot incapacitations for various reasons on worldwide commercial air transport.

Pilot deaths happen more frequently than one would wish, although they seem to be much less frequent than deaths due to illness while driving a car. In March 2017, for example, a first officer died despite medical assistance after the captain landed the plane at the nearest airport. In 2016, a Saudi Arabian Airlines pilot suffered a heart attack while flying. The first officer took control of the aircraft and landed safely, but doctors on the ground could not resuscitate the captain.

There are no records of both commercial pilots becoming ill and being unable to continue, except from tragic cases such as the Helios Airways Flight 522 – which was due to pressurisation failure, rather than illness.

The ConversationHaving two trained pilots on the cockpit is not a waste of money, nor an outdated practice. Even with the sophisticated technology that commercial aeroplanes are fitted with, still nothing can currently compare to having a trained human who can react to and manage a potentially dangerous situation on board.

Davide Crivelli, Lecturer in Mechanical Engineering, Cardiff University

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Brazil begins bounce back - Corporate Jet Investor - One Minute Week 328

When Jim O’Neill, chief economist for Goldman Sachs, first coined the BRIC acronym in 2001, he had grouped together four countries that he thought would shape the world economy by 2041. 

As the B in BRIC, Brazil had been seen as an economy to watch. In the ten years leading up to the coining of the phrase its economy had been erratic. Despite this Brazil’s economy grew by 2.5% across the ten years, which was a touch lower than the global growth of 2.7%.

The next decade saw the economy grow further, although the 2008 global financial crisis prompted a contraction of -0.1% the following year.

Then President Luiz Inácio Lula da Silva had reached the end of his maximum permitted term, and, following a run-off in late October 2010, Dilma Rousseff was elected as the new President. Rousseff, from the same PT political party as her predecessor, was inaugurated on January 1 2011. The economy that she inherited was in good shape, having grown by 7.5% the previous year.

Rousseff’s first years in office were generally seen as successful, especially as she reduced federal taxes on energy bills and many household items. This helped her approval rating in the country jump up as high as 79%.

But, although she was popular, none of her measures helped boost the economy further. Brazil continued posting GDP growth, but this was erratic, jumping from 4% in 2012 to just 0.5% in 2014.

Things started to go wrong at the beginning in 2015. Rousseff was implicated in the Petrobras scandal that rocked Brazil that year, and was impeached in August 2016. The economy contracted by 3.8% in 2015, and by a further 3.6% in 2016.

But Brazil has begun to bounce back. Economic data for the first quarter of 2017 showed slight growth of 1%, and there are indications that, by the end of the full year, this could go up to 2%. Stability and confidence has begun to return to Brazil, with inflation dropping to 2.78%, the lowest amount in 18 years.

Inward foreign direct investment also looks set to rise in 2017. Although this had fallen from $73 billion in 2014 to $57 billion in 2016, the $18 billion during the first quarter of 2017 is already 50% higher than the same quarter in 2016. 

The steadying economy has also had a positive effect on the number of business jets in Brazil as well. According to JETNET, the US based business aviation market research company, the current fleet has been increasing, although the yearly percentage increase has slowed from 4.1% in 2014 to 3.6% in 2016. However by the midpoint of this year the fleet has already increased by 3.4%.

Next week we should see how confident the Brazilian, as well as the rest of the South American, business aviation community is, as the Latin American Business Aviation Conference and Exhibition (LABACE) opens its doors in Sao Paulo, Brazil.

Although we aren't expecting much news, the show has always been seen as a barometer of the mood on the continent. Brazil isn’t of course the only country in South America, but as the largest, all eyes will be on it for continuing signs of recovery.

Have a great weekend,


Alud Davies
Corporate Jet Investor

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Are you buying your first jet? (Part II) - by AvBuyer

By Jet Tolbet - May 15th, 2017

How to justify aircraft ownership at 150 hours a year…
Last month Jet Tolbert asserted that 150 hours of use could create the basis to justify whole aircraft ownership, as opposed to using charter or fractional ownership. This month, he highlights how he calculated this number…

The calculation for 150 hours as the basis for aircraft ownership is reached based on the premise that charter hours and fractional ownership provide a premium service at a premium price. In addition, when you share an aircraft there will be certain dates when the operator will be unable to accommodate your schedule, and certain times or locations that will require a higher than usual premium, making budgeting difficult.

While there is no one-size-fits-all answer, when the costs and inconveniences accrue a would-be business jet owner must start to wonder, “When does it really begin to make sense to own my own jet?”

To properly assess the cost and benefit of purchasing a whole aircraft, one should consider the mission profile and expected frequency of flights, not only for the short-term but for the medium term, too. Whole aircraft ownership is not inexpensive, but nothing compares to the freedom of owning an aircraft that facilitates your specific travel needs.

An acquisition agent with deep-rooted connections in the industry and inside market knowledge will be able to assist with planning and drawing comparisons between your historical Business Aviation usage trends and available purchase options for your current and future travel needs.

In addition, they’ll help avoid any unseen ‘landmines’ as they guide you to the right aircraft for the need, at the right price.

Different Strokes for Different Folks

There are different structures to consider when looking at the total cost of aircraft ownership, so we will take a look at a few below and compare the different strategies to enter into whole aircraft ownership.

For example, if you anticipate an entry-level 150 hours usage annually, there will be a lot of opportunity to bring a partner into the equation.

With a Partner: If your plans show you having need to fly approximately 150 hours annually, there is certainly room to bring a partner into the purchase and operation of your aircraft. Proceed with caution, however. Ill-planned partnerships can end in tears for all involved. A well-connected acquisition agent will help advise you on which partners are better suited for success.

If possible, the strongest partner should purchase the aircraft and lease it to a private party under the terms allowable for an FAR Part 91 lease, or lease it to a charter partner under a Part 135 arrangement. Under the lease partnership, the owner will retain the ultimate say with what happens to the aircraft when it comes time to maintain, make improvements or sell/trade.

Without a Partner: If you plan to go at it alone, without a partner there are multiple factors to consider. On the one hand an older aircraft (while having higher operating costs) would have a lower acquisition cost and lower exposure to market conditions when you decide to re-sell.

On the other hand, the acquisition of a newer aircraft will have lower maintenance costs, lower costs to operate, and a higher depreciable basis that may come together into a similar cost as for an older jet. The newer equipment’s higher initial value will carry a potentially higher exposure to market fluctuations and depreciation when you decide to re-sell, however.

With that said, choosing the right aircraft type at the right time in the market cycle could equate to a limited erosion of value (if any), while the wrong pick in the wrong market may bring greater exposure to volatility and loss of value.

In Summary

There are pros and cons to Business Aviation ownership, irrespective of whether you’re considering charter, fractional ownership, or whole aircraft ownership. But if your travel plans justify it, ultimately it’s difficult to compare anything else to the freedom of owning your own jet.

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JSSI: 2017 will be good for bizav - by Fly-Corporate


Chicago, IL-headquartered Jet Support Services, Inc. (JSSI) has released its business aviation index for Q1-2017.

The report shows an overall increase in global business flight activity compared with Q4-2016. “Average utilization of aircraft in Q1-2017 represented the highest level of flight activity for any Q1 since 2008,” the report further reads. “This has been one of the strongest starts to the year we have seen in almost a decade,” confirms JSSI President & CEO Neil W. Book. “The significant increase in activity could be an indicator of positive sentiment among businesses concerning the overall economy. With continued strong growth in key regions such as Asia-Pacific (APAC), we are optimistic 2017 will be a good year for the business aviation industry.”

JSSI’s index tracks and reports on the flight activity and utilization of close to 2,000 business aircraft worldwide. The index tracks flight hours for business aircraft by global region, industry and cabin type, providing insights into the state of global economic conditions.

Key findings include:

  • Overall flight hours have increased 1.6% since the end of 2016 and increased 4.4% this year, when compared with Q1-2016. Average aircraft utilization of 22.47 hours in Q1-2017 was the highest for the first three months of the year since 2008.
  • In regional flight activity, the two largest increases since the Q4-2016 were 13% in the Middle East and 5.7% in Asia-Pacific. The largest decrease was 6.6% in the Central American region.
  • In year-over-year (YOY) comparisons, Q1-2017 was strong across most regions. APAC aircraft utilization reached its highest level since 2012, with 27.31 average flight hours representing a 24% YOY increase. APAC has seen a steady increase in activity each quarter since early 2016.
  • Flight activity in North America was moderately strong in the first quarter of 2017, with increases of 3% quarter-over-quarter (QOQ) and 6.7% YOY. Although there have been no major changes that would affect business aviation under the new presidential administration, there continues to be a particularly strong business environment in North America.

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Duncan Aviation cleared for Aruba - by FlyCorporate

MRO / SOUTH AMERICA | 24/03/2017

Duncan Aviation has received approval by Aruba’s Department of Civil Aviation (DCA) for its Lincoln, NE, facility in the US.

The company’s facility can now perform maintenance on Aruba-registered aircraft as a DCA-approved aircraft maintenance organization.

In addition to the FAA and this new Aruba certification, Duncan Aviation’s locations in Lincoln, NE; Battle Creek, MI; Houston, TX; and Provo, UT; hold certificates for 10 additional civil aviation authorities around the world. The Lincoln facility has certifications for Argentina, Bermuda, Brazil, Cayman Islands, China, EASA, India, Mexico, South Africa and Venezuela. The Battle Creek facility has authorizations for Bermuda, Brazil, Cayman Islands, EASA, and Mexico. The Houston facility is authorized for Mexico. And the Provo facility has certificates for Brazil, EASA and Mexico.

“Business aviation is a truly global industry,” comments Duncan Aviation International Airworthiness, Chief Inspector Chris VanderWiede. “As such, it is vital that Duncan Aviation be able to serve its customers, regardless of location. To meet that goal, the company is constantly evaluating its certifications and working with customers and prospects worldwide to secure new certifications when it makes sense to do so.”

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Need to know: nav fees Pt.1 - from FlyCorporate


When flying internationally, you’ll usually be paying air navigation fees (“nav fees”) to some country or group of countries. While these costs vary depending on where you are in the world, some regions can be particularly expensive. Being aware of applicable nav fees, and payment processes, is always an important part of international trip planning. Universal Weather & Aviation Trip Cost Estimator Fred Quinonez has been in the aviation industry almost 24 years and is an expert at estimating general aviation trip costs. He tells you what you need to know.

Top considerations

Nav fees are usually based on where you fly, the distance you fly within a country, the maximum takeoff weight (MTOW) and/or wingspan of the aircraft and time of year or day. There are often somewhat unique methods of calculation and pricing to consider when determining nav fees due. In Mexico, for example, you must use the routing distance as published on an online chart, rather than simply applying great circle distance.

Almost all countries charge nav fees

While virtually all countries collect nav fees for use of their airspace, the cost of these fees, and the manner in which they’re collected, varies. The US, for example, won’t charge navigation fees until you reach a certain volume of airspace usage each month. So, operators who do not frequent US airspace may not generate any nav charges. China and Russia, on the other hand, assess nav fees for all entries into their airspace, and these fees can be expensive. For example, a flight from Anchorage to Narita, Tokyo operating through Russian airspace will likely incur nav charges of $1200 for Russia and $1800 for terminal nav aids, depending on the actual distance flown in appropriate airspace.

Nav fee regulations and charges

Depending upon where you’re operating it can be somewhat tricky keeping track of regulations and charges for nav fees. In some regions, including Eurocontrol airspace, nav fee data is published online and there’s an online calculator available to operators. Other regions, however, don’t publish nav fee information, and you may have to contact a local entity directly to obtain this. Some countries publish nav fee schedules in their Aeronautical Information Publications (AIPs), and the International Air Transport Association (IATA) maintains a list of nav fees worldwide (and they sell this information). In some parts of Asia and Africa, however, it may be difficult to obtain nav fee data, and you may have issues with communications and language barriers.

Nav fee updates

Nav fee schedules may be frequently updated in certain cases. In most cases fees are updated and increased on an annual or biannual basis. Some countries/regions, however, may update their nav fees monthly. Note that, from time to time, certain countries may add additional categories to nav fee schedules. Cuba, for example, used to have just three categories for nav fees but now has six categories. As published nav fee information for a particular country may be outdated or incorrect it’s prudent to double-check applicable nav fees and payment requirements in advance.

High cost nav fees

In some regions of the world – including China, Russia and Canada – nav fees are particularly expensive. Some operators plan routes of flight to avoid these high nav fee areas. On a flight from the US west coast to Japan, for example, you may want to avoid overflying Russian airspace. When transiting up/down the west coast of Africa some operators prefer to fly offshore, over international waters, to avoid/limit nav fee costs. We know of operators who avoid Canadian airspace, on operations from the US west coast to Asia, to avoid charges from using their airspace.

Third-party providers can assist

Some operators prefer to settle nav fees directly while others prefer to have their third-party provider handle these payments. As some countries, including Mexico, have rather complex payment routines for nav fees, it’s usually best to have a 3rd-party provider take care of this for you.


Be aware of assorted complexities that exist within the world of nav fees and nav fee collection. Understand that it may, at times, be difficult to obtain nav fee charge schedules for certain locations and that nav fees may change without necessarily being published. Methods of payment are more complex in some regions, so this must also be researched.

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Have to have or nice to have? - by

A Gulfstream G450.

June 10th, 2016. 

For the last few years, deliveries of large cabin long-range jets have remained stable while the rest of the market has suffered. However, I have to wonder – intercontinental range may be nice, but do owners really need it? And how do they actually use their aircraft?



Business jets such as the GulfstreamsGlobals and Falcons have phenomenal capabilities. Bombardier’s Global 6000 has a 6,000 nm range – sufficient to fly from Moscow to Los Angeles – and the forthcoming Global 7000 will take you up to 7,300 nm from New York to Shanghai. Gulfstream’sG650ER goes even further at 7,500 nm, while Dassault’s upcoming Falcon 8X has enough range to go from Paris to Singapore or Sao Paulo.

Don’t get me wrong, this is all just fine if you’re happy to ride in business jet comfort for up to 14 hours. But, perhaps surprisingly, it seems owners of these aircraft aren’t, with most using them for more mundane missions. A sample of around 100 business jets recently offered for sale shows that large cabin jets fly sectors averaging just one hour and 57 minutes – or around 1,000 nm. This is essentially flying from Washington, DC to Dallas, Texas. Not exactly the long-range missions these jets brag about on the brochures…

Obviously, they do fly long-range missions, and it should be noted that the average for Bombardier Globals is higher – at around three hours. But there was only one aircraft (a G450) posting an average flight sector of more than five hours, and only two more with more than four hours. So the general evidence appears to be that the range capability of big jets is not fully used.

Just in case

Why do customers want more range? One US-based captain of a Gulfstream G450 explains that it was “nice to have – just in case”. “We fly around 300 hours a year and my boss uses the aircraft for quite short business trips from Michigan, mainly to Atlanta, Tampa and Austin, together with trips with his wife to San Francisco where their kids live. But we have taken the G450 to London and Paris a couple of times”. He also says the capacity of the G450 means they don’t have to refuel and can take advantage of best fuel prices on short missions.

But this begs the question, why not have a shorter-range jet such as a Cessna Citation Sovereign and charter a big aircraft for the long-range trips? “Well, the big cabin aircraft is a real flying office or home-from-home with the space to work or relax and to take colleagues or friends,” says one aircraft broker. “It’s all about cabin size, not range, and even if you are only going from London to Rome, a Gulfstream or Global gives you the most comfortable flight. Private owners value the prestige of a large-cabin jet and, for some, it is all about having a bigger and better aircraft than the one owned by your friends or a business rival”.

Our conclusion? Manufacturers may focus on long range, but every buyer is motivated by issues that go far beyond technical specifications.

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Zika Virus and Business Aviation: Considerations for International Operators - by Universal Weather & Aviation

 April 14, 2016

 Zika Virus and Business Aviation: Considerations for International

Active transmission of Zika virus is a factor in certain countries and territories as noted on the Centers for Disease Control and Prevention (CDC) site. It’s important for international business aircraft operators to be aware of and mitigate Zika risks as well as to comply with aircraft disinfection mandates in place at various international locations.

The following is an overview of what you need to know:

1. Zika virus update

Since Zika outbreak reports began circulating earlier this year, certain countries have put specific screening requirements in place, ranging from observing crew and passengers on arrival to full blown residual disinsection of general aviation (GA) aircraft. At this time, special disinsection mandates are only a factor in Italy, while in China and Costa Rica–at Liberia (MRLB) only–you have other less stringent requirements. In the case of Costa Rica and China, health declarations are also required upon international arrival. Health authorities at all the above locations work closely with airport authorities to enforce the Zika procedures. Countries with existing top of descent disinsection mandates in place, including Australia, New Zealand and the Galapagos Islands, have not yet added additional procedures or disinsection requirements for the Zika virus.

2. Complying with requirements

Complying with new Zika prevention measures varies country by country. These mandated procedures range from about five minutes in Costa Rica to about two-and-a-half hours in Italy.

3. Operator non-compliance

We’ve not received any notices of fines or penalties for non-compliance with new Zika virus disinsection mandates at any of these locations. Countries requiring additional measures to combat the spread of Zika have, in most cases been providing the needed resources upon arrival.

4. Requirements for Italy

Officially, Italy requires residual disinsection of all aircraft for all international arrivals. If appropriate disinsection services are available at the Italian airport you land at, the disinsection spraying process will take 15-20 minutes after crew and passengers have exited the aircraft, the cabin will be closed for one hour, and an additional hour is needed to air out the aircraft. This works out to about two-and-a-half hours, and crew must remain at the airport until the procedure is completed and a receipt issued. If these services are unavailable at smaller Italian airports of entry (AOEs), health officials will observe passengers and crew upon arrival, and you’ll not be permitted to operate to another Italian airport without first flying to a location where residual disinsection services, meeting full ICAO standards, are available. However, we have found that for these airports that don’t offer this service yet, airport authorities won’t come out to the aircraft, and if they do, they will provide you with a document that states that you should get this completed at your next stop. Upon completion of residual disinsection you’ll be provided with a receipt (cost of approximately 150 Euros) which authorizes you to travel to all Italian airports until your actual certificate is issued. The actual certificate is issued within two to three business days and remains valid for eight weeks.

5. Regulatory revisions for Italy

The Italian Ente Nazionale Per L’Aviazione Civile (ENAC), also known as the Civil Aviation Authority (CAA), is scheduled to meet with Italian health authorities to explore the possibility of revising the current disinsection policy to apply only to aircraft arriving from active Zika virus locations. At this time, Italian residual disinsection procedures for GA are much more rigorous than anywhere else in the world.

6. Requirements for China

For an international arrival to China, cabin doors of GA aircraft must remain closed until a quarantine officer arrives. Anyone onboard who is experiencing flu-like symptoms such as such as fever, cough, dyspnea, nausea, vomiting, diarrhea, headache, muscle pains, joint pains, rash, etc. should advise the quarantine office as soon as possible. Prior permission is required to bring in human tissue, biological products, blood, and blood products. These procedures apply only to flights arriving from:

Brazil, Colombia, Mexico, Salvador, Honduras, Guatemala, Paraguay, Barbados, Bolivia, Martinique, French Guiana, Haiti, Surinam, Ecuador, Guyana, Panama, Puerto Rico, Nicaragua, Venezuela, Curacao, Dominica, Guadeloupe, U.S. Virgin Islands, Costa Rica, Cape Verde, Samoan, the Solomon Islands, New Caledonia, Fiji, Vanuatu, Maldives, Thailand and Indonesia.

7. Requirements for Costa Rica

Special Zika virus procedures for Costa Rica are currently only in place for MRLB and only impact arrivals from areas with active Zika virus transmission. Upon landing, luggage compartments will be sprayed with insecticide, while crew/passengers remain onboard, and the cabin will be sprayed after crew/passengers disembark. A fee of 25 USD is payable (covering the spray and the certificate), and crew/passengers must fill in and sign health declaration forms. Note that these procedures are only applicable to flights arriving from countries identified by CDC’s website as having active Zika virus transmission.

8. Additional information on approved insecticides

More information on the Zika virus risks can be found at on the World Health Organization site. Current list of countries with active Zika virus transmission can be found on the CDC website. Note that approved insecticides are not readily available for purchase within the U.S. due to Environment Protection Agency (EPA) regulations. Most international locations requiring disinsection measures to control the Zika virus make these insecticides available to operators upon arrival.

9. Zika virus update for Brazil

Brazil is following WHO advice in combating the proliferation of mosquitoes in Rio de Janeiro and adjoining coastal areas. Although the Zika virus outbreak is considered a “Public Health Emergency of International Concern,” the Olympic Games will take place during the Southern hemisphere’s winter when proliferation of mosquitoes is less intense. The most significant outbreak risk for the Rio de Janeiro area is expected to be in the December-January summer period.

For more on planning for the 2016 Brazil Summer Games, visit our online resource center.

10. Risk mitigation advice from World Health Organization (WHO):

“The best protection from Zika virus is preventing mosquito bites. Preventing mosquito bites will protect people from Zika virus, as well as other diseases that are transmitted by mosquitoes such as dengue, chikungunya and yellow fever.

This can be done by using insect repellent; wearing clothes (preferably light-colored) that cover as much of the body as possible; using physical barriers such as screens, closed doors and windows; and sleeping under mosquito nets. It is also important to empty, clean or cover containers that can hold even small amounts of water such as buckets, flower pots or tires, so that places where mosquitoes can breed are removed.”


Before traveling internationally, GA operators should verify the latest Zika virus risk areas, along with related disinsection requirements, with either your 3rd-party provider or ground handler. Read the CDC website for additional Zika information and the latest updates on locations where this virus is being actively transmitted.


If you have any questions about this article or would like assistance planning your next trip, contact me at



Longhaul Bizjet Ops - by Professional Pilot

Exec pax want to fly nonstop but many factors from crew rest to wind and weather must be considered.

By Grant McLaren - Editor-at-large

Our planet Earth is 2/3rds water and 1/3rd land. Key market areas—major attractions for corporate jet missions—are widely separated by thousands of miles with oceans in between. So for the companies that can afford them, the choice in jet aircraft acquisitions has winnowed down to only those few business jets that can travel the distances necessary to connect city-pairs nonstop.

Demand to push range limits of executive jets is greater than ever these days. One of the reasons that operators invest $60 to $75 million in new ultra-longrange aircraft is to not have to stop along the way. While 14 to 16 hours flights can become a somewhat tedious experience, it's great to be able to get to your destination nonstop. It is priceless to board your aircraft when you want to and not worry about anything until you're exactly where you want to be on the far side of the world.

With the latest top-of-the-line bizjets, it's possible to travel between most points in the world nonstop. And more global corporations are expecting such capabilities from their flight departments. With careful crew rest planning, as well as diligent airway, weather and permit orchestration, ultra-longrange missions have become very manageable options today.

In February, a Gulfstream G650ER supported by Universal Weather flight planners flew nonstop between SIN (Changi, Singapore) and LAS (Las Vegas NV) with 3 crew members and 4 passengers. The flight, airborne 14 hours and 32 minutes at an average speed of Mach .85, landed with enough remaining fuel to comply with NBAA-specified IFR reserves. "The G650ER is a game changer," said ranking passenger Steve Wynn.

International support providers (ISPs) assure that top business executives and political leaders prefer to avoid tech stops along the way. "The death of Saudi King Abdullah earlier this year was a case in point," says UAS International Trip Support Dir Business Development for the Americas Ryan Frankhouser. "There was significant demand for charter to take people from all over the world to the Saudi Kingdom, but customers wanted to go nonstop in almost every case.

If the only option to RUH (Riyadh, Saudi Arabia) was a shorter range aircraft with a tech stop at SNN (Shannon, Ireland), BGR (Bangor ME) or YQX (Gander, Canada), they were not interested and opted for airline service."

Although scheduled commercial options do not provide the ability to travel on your own schedule, they're competing more and more with flight departments without ultra-longrange aircraft. Abu Dhabi-based Etihad Airways, for example, now offers spacious first class suites and complete multiroom residences with an individual living area, bedroom and private bathroom/shower on key intercontinental routes such as the 7246 nm run from LAX (Los Angeles CA) to DXB (Dubai, UAE).

Longhaul opportunity

There have never been better opportunities for operators to take advantage of max range global missions. Subsonic OEM equipment has pushed flying endurance out to 15 and 16 hours, and practical supersonic business jets (SSBJs) are in planning and not far off.

Meanwhile, everything from business aviation infrastructure and ISP capabilities to ground handling options—throughout the 4 corners of the world—continues to get better. With the right equipment and support network, it's become SOP to overfly such traditional tech stops as ANC (Anchorage AK), PKC (Petropavlovsk-Kamchatsky, Russia), HNL (Honolulu, HI) and SNN (Shannon, Ireland), flying nonstop to your destination and arriving well rested.

Airbus ACJ319s and Boeing BBJs offer spacious range capability of 6134 nm and 6229 nm, Bombardier's Global 6000, 7000 and 8000 provide operators with comfortable 6111–7900 nm options, Dassault's Falcon 7X covers 5640nm in great style and comfort, and Gulfstream G550s and 650ERs cover up to 6750–7500 nm respectively.

Still, there are many operating challenges to consider in order to achieve flawless global operations out to the limits of OEM specified range capability.

Max range challenges

In the very long range category of specially designed corporate jets we find only 3—Bombardier, Dassault, Gulfstream—offering super-long ranges of 6000 nm or better. From left to right we have the new trimotor Dassault Falcon 8X, Bombardier Global Express 8000 and the Gulfstream G650ER. Prices are in the $65 to $70 million category and are expected to escalate as new models go even further.

"Flight departments are moving up to bigger, longer-range aircraft, and they want to keep pushing range limits," says Universal Weather Master Mission Advisor Jason Smith. "But, you're not always going to be able to achieve published OEM ranges. Upper level winds are a factor in anything an aircraft is capable of doing.

There are sanctioned countries and other regions of the world many operators choose to route around. Aircraft equipment limitations such as not having ADS-B or CPDLC on certain airways may restrict max range options, and flight department SOPs impact crew rest and max duty hour considerations."

Jeppesen ITP Account Specialist Pete Cowley points out that airway restrictions, both mandated and self-imposed by operators, can compromise the ability to achieve max range. "You may be facing restricted airway options in India or limited available airways between China and India," he says. "Due to airway restrictions, operators may need to avoid sanctioned countries. Their preferences on where they will or will not overfly non–optimal routing may also impact range capability."

When orchestrating max endurance missions, alternate airports and equal time points (ETPs) are also critical planning considerations. If you overfly Alaska tech stops on a flight from the east coast to China, PKC may be a good alternate. But if PKC goes down, you're looking at 500 nm or so to the next usable alternate. When flying from the US or Mexico to South Africa you may want to consider ASI (Ascension Island) as an ETP.

This is the only alternate available in the South Atlantic but it requires permission from both UK and US military authorities, and this permission—if it's offered—can take a week or more to obtain. "It can be challenging arranging tech stops at many smaller Pacific island locations," says Jeppesen ITP Account Specialist Kollie Chen. "Setting up certain Pacific Island stops can be difficult and labor intensive. Fuel and customs availability can often be issues, and even communications with the airport can be challenging."


Bombardier Senior Capt Yann Lemassonh demonstrates the Global Express XRS's crew rest area. As flights start stringing out to 8000 nm and 16 hours of endurance, there comes a need for crew rest facilities. Longrange executive jets can be fitted with bunks in sleep areas to allow rest for flightcrew members so that operations comply with work hours vs sleep time requirements.

"When planning ETPs it's usually only necessary to notify an airport if it's after normal airport hours and there are no other available options. With sufficient lead time many out-of-the-way alternates and ETPs are practical to utilize," notes Smith.

"We're often able to use AWK (Wake Island), MDY (Midway Island) and CXI (Christmas Island) as alternates/ETPs and special arrangements can be made. In the case of CXI and UAK (Narsarsuaq, Greenland), for example, arrangements can be made—for a fee—to keep the airport open after hours so that it remains a valid ETP."

From time to time, polar routings are utilized by business jets for direct great circle travel over the top. "The polar region is open operating territory with random routing opportunities, but the support infrastructure is sparse up there in northern Siberia with few usable alternates," points out Jeppesen Supervisor Flight Planning Charlie Hodges. "Most operators prefer to track south of the North Pole to stay closer to good alternates. However, his may reduce cruise speed and/or flying at reduced range."

"In practice, true polar routings are not usually approved," warns Smith. "Chinese and Russian CAAs normally approve these routing only for scheduled commercial operations and not for GA missions. One reason is that with reduced radar coverage in the polar regions, your flight cannot be easily monitored."

Longhaul planning tips

There are commonsense tips to take into account when planning max range operations—just like when you're planning an automobile road trip. Ideally, you want to avoid dangerous neighborhoods, you need to be very sure of your fuel reserves when passing the last gas exit for the next 100 miles, and be aware that you may encounter unexpected situations that could delay your trip a couple of hours.

"It's much the same thought process when planning max range executive intercontinental missions," states Frankhouser. "Do you have accurate fuel burn figures? Could you experience common altitude hold-downs when operating in China? Are there security considerations? Do you want to divert around certain countries? Do you have all required overflight permits in place? You need to look carefully at all the variables in the planning phase."

While Frankhouser is not suggesting that your bizav operation to the other side of the world may turn into a true nightmare scenario, along the lines of the Planes, Train and Automobiles movie where Steve Martin is trying to make it home for Thanksgiving, there are common sense operational risks that you'll want to be aware of and try to mitigate.

Contingency planning when putting together max endurance flights may include having additional overflight permits on hand, in the event a reroute becomes necessary or attractive from the max range perspective. Cowley points out that obtaining additional overflight permits as contingency options is not expensive but gives the operator options to get around weather or take advantage of best winds for maximum range.


One technique that commercial airline and GA crews use to "make it" to a destination at the range limit of their equipment is a re-clearance.

If it looks like you can't make it to Moscow with adequate reserves, you may file to London and then refile enroute to Moscow—if conditions are suitable.

"This is defined as filing a flightplan from a point in space," says Frankhouser. "If you're trying to fly nonstop from the Middle East to the US west coast, you may initially file a flightplan to ICT (Wichita KS). If while enroute you decide you can make it California with legal reserves, you can re-clear inflight and uplink an amendment to your flightplan."

Crew rest/duty day considerations

For longrange missions, beyond 11 hours or so, it's often SOP to add augment the flightcrew to 3 or even 4 members. While it's a plus being able to avoid tech stops and crew swaps along the way, there are duty day and crew rest issues that need to always be at top of mind awareness.

If you're flying nonstop from BOS (Boston MA) to PEK (Beijing, China), even an augmented crew may be close to practical rest and crew duty limits upon arrival. PEK recently implemented rules that limit GA aircraft stops to 24 hours, which could kick in a duty day busting repositioning requirement soon after arrival in China's capital.

"One of the biggest issues we're running into right now is that today's aircraft are pushing up against human limitations," points out International Trip Planning Services (ITPS) COO Phil Linebaugh. "You may be looking at 18-hour crew duty days and there's usually only space onboard for 1 crew member to rest. Without adequate crew rest on ultra-longrange missions, how ready will the crew be to effectively handle any emergencies or unexpected issues?"

We, as a species, may evolve over time to require fewer hours of daily rest. Asiatic elephants need only 4.6 hours of daily sleep, and giraffes require an average of only 3.1 hours, but humans still need about 8 hours of sleep in order to operate effectively. Over the shorter term we need to look at ways to maximize utility of available crew rest cabin space. Certain species, including bats, have developed the ability to sleep in close proximity. When bats are not feeding or traveling, they sleep upside down to save energy and maintain peak performance.

While Linebaugh is not advocating that we learn to sleep hanging from the ceiling in order to accommodate 3 resting pilots in the space now occupied by 1 crew bunk, there are options to look at. "While space is always at a premium in ultra-longrange business aircraft, more and more operators are doing what they can to enhance crew rest opportunities," he says. "We've noticed, for example, a trend toward positioning galleys forward so that passenger and crew have better privacy and separation."

Flying to the limits

While practical limits of latest generation ultra-longrange business jets may be out to 8000 nm and 16 hours endurance, under ideal conditions this is only part of the equation in achieving max range operations. Weather/wind conditions, crew rest considerations, airway restrictions and permit limitations all play a factor in the range equation. Keep in mind that the longest-range equipment is typically larger and heavier than other options.

"These aircraft have greater wingspans and take up more parking area, so navigation, handling and operating costs are higher," remarks Linebaugh. "You also need to consider taxiway/ramp weight limitations, taxiway clearances and available airport infrastructure such as availability of fire protection equipment. The good news is that our latest generation of longrange aircraft are very reliable, permits are generally quicker to obtain these days, and communication options and onboard connectivity help facilitate today's max endurance global operations."

Editor-at-Large Grant McLaren has written for Pro Pilot for over 20 years and specializes in corporate flight department coverage.



Original Link:


Getting into compliance - by Fly Corporate

Collins Proline Fusion for King Air

December 31st 2019 is the deadline for new US ADS-B requirements. It’s coming sooner than you think. Liz Moscrop reports on industry initiatives to help business aviation operators become compliant.

Last week’s EAA Air Venture show – better known as Oshkosh (#OSH15) – was abuzz with all kinds of product enhancements to support the business and general aviation industry as it prepares for new air traffic control (ATC) laws. However, the new mandatory requirement to equip aircraft to comply with the Automatic Dependent Surveillance-Broadcast (ADS-B) initiative continues to be a thorn in the side for operators – both charter and individual owners.

To support ADS-B “Out,” an aircraft must have a GPS receiver as the position source, and a datalink transmitter to send the data. Most aircraft will use a Mode S transponder, using a feature called Extended Squitter that transmits on the 1090 MHz frequency. As a result, ADS-B installations must be in place for all aircraft flying in US airspace where transponders are required. The deadline is December 31, 2019.

The system is a replacement for (or supplement to) traditional radar-based surveillance of aircraft, which use ground-based radar to interrogate aircraft and determine their positions. In the future, each aircraft will use GPS to find its own position and then automatically report it.

On the plus side, ADS-B position reports are more accurate and consistent than those in place today. This means closer aircraft spacing in congested airspace, resulting in much-needed extra capacity. Indeed, widespread requirements for ADS-B are forecast internationally between now and 2020.

Suppliers to the rescue

While the benefits of the initiative include decreased likelihood of mid-air collisions, more efficient routings and fuel savings, the implementation timeline and required pilot and operator education are causing disquiet among the business aviation community. To date, only a fraction of the active aircraft on the US registry are equipped with the GPS receiver, 1090 MHz extended squitter or 978 MHz universal access transceiver, and antenna required for ADS-B Out compliance.

Suppliers to the industry are doing their best to help, particularly for the retrofit market. Key avionics manufacturers are working hard to provide the necessary kit for their customers. BendixKing, for example, has beefed up its KT74 ADS-B enabled transponder, which includes Garmin’s GTN/GNS series Wide Area Augmentation System (WAAS) GPS as an approved data position source. As a result, the KT 74 AML STC includes over 700 aircraft models and meets the FAA’s requirements as an approved ADS-B Out transponder when coupled with a Garmin GTN/GNS, NexNav Mini or Freeflight 1201 GPS system. The KT 74 is also approved for Mode S operation in Europe with an AML of 981 aircraft.

Rockwell Collins brought a King Air featuring Pro Line Fusion touchscreen avionics to Oshkosh. The firm showcased commercial aviation’s only certified touchscreen primary flight displays (part of the Pro Line Fusion advanced avionics system) on the firm’s own King Air 250. Textron Aviation has opted for the product for its new King Airs, and it is also available as an upgrade for Pro Line II and Pro Line 21 equipped King Airs.

There are three, 14-inch widescreen LCDs with advanced graphics, configurable windows and touchscreen or point-and-click navigation. It also includes a fully loaded package of baseline equipment for operation in modernizing global airspace: DO-260B compliant ADS-B, SBAS-capable GNSS, localizer performance with vertical guidance (LPV) approaches, radius-to-fix (RF) legs and more.

GA giant Garmin also announced product enhancements, including new ADS-B display compatibilities with select G1000 Integrated Flight Decks, GMX 200/MX 20 multi-function displays (MFDs) and third-party displays using the GDL 88 ADS-B datalink and a publicly available protocol. Customers can now receive and display select ADS-B “in” traffic and weather benefits while Connext provides wireless access to mobile devices using Garmin Pilot. In addition to ADS-B “in,” the GDL 88 provides pilots with a compliant ADS-B “out” solution for customers operating below 18,000 feet within the US.

Waco, Texas-based FreeFlight Systems also builds several ADS-B products, including its Rangr FDL-978-RX ADS-B receiver. Daher-Socata, for example, opted for the firm’s FreeFlight RA-4500 radar altimeter system as standard equipment for the TBM 900 single-engine turboprop.

Aspen Avionics has revamped a program aimed at helping aircraft owners meet the pending mandate. By partnering with L-3, the firm is offering an integrated system of Aspen’s primary and multi-function displays and L-3’s Lynx NGT-9000 MultiLink Surveillance System. This partnership extends to joint sales and service support for customers. L-3’s Lynx NGT-9000 touchscreen Mode S extended squitter transponder with integrated touchscreen display and an internal GPS/WAAS sends traffic and weather data to the Aspen displays. The package gives pilots multiple options to arrange data on the larger Aspen displays, allowing them to view more information where and when they need it.

Aspen also announced its participation in the NextGen GA Fund’s new Jumpstart GA-IN program, which helps ease the financial burden of ADS-B compliance for general aviation. All packages include an antenna (if required) and a $2,000 installation labor credit.

Avidyne has long been involved in ADS-B retrofit, and offered personalized recommendations at the show based on aircraft usage and panel configurations. The firm is creating a family of products that customers can tailor to their budgets.

More worries ahead

Another worry for GA in the US is potential ATC privatization. Today, under federal ownership, the air traffic system guarantees equal access for all users with GA’s share of costs largely funded through the collection of fuel excise taxes. The move to privatize ATC could result in user fees for general aviation in the future.

The EAA is actively opposing this move. “Any privatization effort must not result in a pay-to-play scheme for general aviation,” EAA Vice President of Advocacy and Safety Sean Elliott says. “Though we certainly understand the desire to find ways to make the air traffic system more efficient and cost-effective, the current fuel tax system of revenue generation works efficiently and fairly.”

To ease today’s headache, the NBAA is actively involved in working on a smooth transition for operators. CEO Ed Bolen has served on the FAA’s NextGen advisory committee for many years, while Steve Brown, chief operating officer, serves on the National Research Council, which provides guidance on FAA’s NextGen research programs. More so, Bob Lamond, NBAA’s director of air traffic services and infrastructure, along with several members of NBAA’s Air Traffic Services group, are on numerous working groups that deal with NextGen equipage, including ADS-B.

Original link:


Playing the ultra-long game - by Fly Corporate

June 30th, 2015.


Ultra-long-range jets* are an important segment in the business aviation market – a fact that has only increased since the recession, as the category was one of the few to experience growing demand and sales in recent years. In 2013, for example, heavy jets accounted for 70% of the business aviation market, up from 30% in 2008. James Shea discusses.

That being said, this trend has changed somewhat over the last year or two, as the economies in countries like Brazil, Russia and China have slowed. “The slump in oil and commodities pricing has also clearly undermined demand for business jets,” says WingX Advance GmbH Managing Director Richard Koe. “In particular, this has affected large-cabin aircraft as these owners´ wealth is more closely linked to the energy industries.”

The huge growth in the sector has pushed many manufacturing companies – particularly Gulfstream and Bombardier – to expand their line of heavy jets. Gulfstream announced last year it was bringing a new G500 and G600 to market, and Bombardier has the Global 7000 and Global 8000 under development. Dassault, not to be left out, also has its 5X and 8X.

“Unsurprisingly then, the OEMs have looked to develop larger-cabin aircraft in order to stay in the market while being very cautious in terms of new design of light and mid aircraft,” says Koe. “This much is clear in the headline-grabbing competition between Gulfstream and Bombardier for ever-bigger and better size and performance, with the Global program intended to overhaul Gulfstream´s current leadership through its flagship 650.”

Gulfstream Vice President of Technical Marketing and Communications Steve Cass said the heavy jet category has always been Gulfstream’s “bread and butter,” and the company is investing heavily in the category to stay competitive. “As our economy keeps growing internationally, business will need to have long-range capabilities,” says Cass.

According to Cass, the G500 should receive certification by 2018, with the G600 coming to market in 2019.

As is true across the segment, corporations purchase most of the heavy jets rather than high-wealth individuals. The high cost of entry and cost to operate creates a huge barrier. For example, Gulfstream sells 70% of its heavy jets to corporations, and the company predicts similar delivery numbers this year as last year for the heavy jet category.

So if you’re in the market for an ultra-long range jet – or your company is – here’s a brief look at some of your options:


Global 5000

The Global 5000 has a range of 5,200 NM and is powered by two Rolls-Royce Deutschland BR710A2-20 turbofans. The aircraft has three cabin zones and can be configured to seat up to 20 people. It was developed from the Global Express platform and made its first public appearance at the Paris Air Show in 2003.

Global 6000

The Global 6000 was developed from the Global Express XRS platform, which was launched 1993. The plane was certified and went into production in 2006. The cabin is 7 ft 11” wide and 6 ft 2” tall. The Global 6000 has a maximum speed of Mach 0.88, can seat up to 13 passengers and has a range of 6,000 nm – hence, not surprisingly, its name.

Global 7000 (under development)

The Global 7000 is 111 ft 2” long and has a wingspan of 104 ft. The plane has a range of 7,300 nm and can fly from New York to Dubai or Beijing to Washington. It can reach speeds of up to Mach 0.90 and has a maximum cruising altitude of 51,000 ft. The GE Passport engines were designed specifically for the Global 7000. The plane made its public debut at the 2015 EBACE convention in May and should be certified in 2016.

Global 8000 (Under development)

Bombardier claims the Global 8000 to be the “world’s farthest-reaching business jet.” It has a maximum range of 7,900 nm. The cabin is 45 ft 7” long, and the plane can reach a maximum cruising speed Mach 0.90. The aircraft is expected to enter service in 2017.


Falcon 5X

The 5X has a maximum range of 5,200 nm, less than other heavy jets in the Dassault line, but its selling feature lies elsewhere: its cabin size, the largest in business aviation. The cabin is 38.7 ft long and 102.0” wide, for a total cabin space of 1,766.00 cu ft. The plane can reach speeds of Mach 0.90 and is powered by two Silvercrest engines. It seats up to eight passengers and has the ability to land on smaller runways.

Falcon 7X

The Falcon 7X is tri-jet flagship of the Falcon family of aircraft. The business jet made its public debut at the Paris Air Show in 2005 and was certified in Europe and the US in 2007. Since then, over 200 7Xs have entered service in over 32 countries. The aircraft has a range of 5,950 nm and can fly non-stop from Shanghai to Seattle or New York to Jeddah.

Falcon 8X (under development)

The Falcon 8X is the long-range version of the 7X and is the newest addition to the tri-jet family. It was unveiled at EBACE in 2014. The 8X has a maximum range of 6,450 nm and can seat up to eight passengers. The aircraft made its maiden voyage in February. It is schedule to be certified for service in 2016.


G500 (under development)

The G500 has a maximum range of 5,000 nm and can seat up to 18 passengers. The plane has a maximum speed of Mach 0.925 and a maximum cruising altitude of 51,000 ft. The G500’s cabin is 91” wide and 74” high. Two Pratt & Whitney Canada PW800 power the aircraft. It is slated for certification in 2018.


The G550 is a staple of the Gulfstream line and more than 450 G550s are currently active. The aircraft has been in service since 2003. The G550 has a maximum range of 6,750 nm and can seat up to 18 passengers. It can reach speeds of up to Mach 0.886 and is guided by Gulfstream’s PlaneView avionics. The G550 has a cabin interior of 1,669 cu ft.

G600 (under development)

The G600 was announced last year and is expected to be certified in 2018. It has a maximum range of 6,200 nm and a maximum cruising speed of Mach 0.85. The cabin has a width of 7 ft 11” and a height of 6 ft 4”. The cabin is 45 ft and 2” long.


Gulfstream’s former flagship – before its range got bumped up at last year’s EBACE – was unveiled in 2008 and has a maximum range of 7,000 nm. The aircraft can seat up to 18 passengers. Gulfstream offers 12 different floor configurations. It can fly non-stop from New York to Tokyo. The plane has the lowest cabin altitude of any business jet and is pressurized at 3,000 ft at a cruising altitude of 41,000 ft.


The G650ER is the ultra-long range version of the G650 with a maximum range of 7,500 nm. The plane has a maximum cruising altitude of 51,000 ft. The G650ER recently set two city-pair records when it flew around the world with only one stop. The plane flew from White Plains, NY to Beijing and back to the company’s headquarters in Savannah, GA in 25 hours 20 minutes. Two Rolls-Royce BR725 A1-12 engines power the plane.

*For this report we’ve taken into consideration every business jet with a range above 5,000 nm, with the exclusion of corporate airliners.

Original link:


Study: Flying Really Is Getting Worse - by (* Is there a solution?)

In this Jan. 20, 2011, file photo, an American Eagle jet taxis at Boston's Logan International Airport. (AP Photo/Stephan Savoia, File
By Evann Gastaldo,  Newser Staff

Posted Apr 13, 2015 7:22 AM CDT

(NEWSER) – If you've ever found yourself complaining that flying was a much better experience back when you were a young'un, you're not just being a crotchety oldster: A study released today finds that flying is, in fact, worse than it used to be. The AP has highlights from the annual Airline Quality Rating report, which is based on government data for the 12 largest US airlines:

  • Your chances of being late: Just 76.2% of flights were on time last year, down from 78.4% the year prior. On-time performance took a hit at the four biggest US airlines: American, United, Delta, and Southwest. Really concerned about arriving when you're supposed to? Hawaiian Airlines has the best track record, with all but 8.1% of flights arriving on time.                                                                                                                  
  • Your chances of losing your bag: The rate of bags that got lost, stolen, or delayed last year rose 13% from 2013. If you want to hang on to your bag, Virgin America has the best stats in this category.                                                                                                       
  •  Your chances of not even making it on the flight:Thanks to overbooking, the rate of passengers getting bumped from flights was up 3% last year. Once again, Virgin America is your best bet if you want to avoid problems in this category.                                      
  • Your chances of being unhappy: Last year, 22% more consumer complaints were filed with the government. The biggest, per flight problems (37.8%), baggage (14.3%), reservations/ticketing/boarding (11.3%), customer service (10.6%). The airline getting the least complaints? Alaska Airlines.

The study didn't hold good news for Envoy Air, a regional carrier that operates most American Eagle flights: It scored the worst in the first two categories, with 68.8% of flights arriving on time. In the third category, SkyWest and its subsidiary, ExpressJet, tied for the last slot. In the final category, Frontier scored worst. One problem? All the airline mergers that have happened in recent years, one of the study authors says, according to NBC News: "There is a lot of turmoil ... [the airlines] just seem to have not gotten their act together."

Original link:

* Is there a solution for poor airline travel? Yes, there is: 

"  On-Demand Aviation Methods

One of the great advantages of on-demand air transportation is the number of methods of delivering this service. Companies or individuals do not have to own or even lease their own aircraft, although this is the most common form of operation. Importantly, more than one type of delivery method is often employed to meet emerging user requirements. For example, a company owning an airplane may contract for charter services on occasion to meet unusual requirements or heavy demand. Similarly, an individual may purchase a share of an aircraft from either a company or private owner to form a joint ownership agreement or from a fractional provider to augment existing aircraft. In each of the methods listed below, the relative advantages and disadvantages will be discussed for each form of delivery. A full appreciation and understanding of these features is not available until the unique requirements of an individual company are known. Therefore, those contemplating on-demand air transportation should seek a wide variety of information sources to be fully informed prior to making a decision. On-demand aviation includes the following methods:

• Owner/employee-flown

In-house flight department

Management company

Joint ownership

• Interchange

• Time share

• Charter

Fractional ownership "  

< from the book BUSINESS AND CORPORATE AVIATION MANAGEMENT, 2nd Edition, by John J. Sheehan >

Interested? E-mail and/or call us:

Besides helping with your aircraft brokerage needs, we will:

1)- Organize (and provide advice towards managing) your Corporate Flight Department within your own organisation (beware of "magic" promises regarding Part 135 jet managements; instead, be in control of your own exclusive private jet and/or helicopter). First and foremost, trust your pilots and mechanics. Audit everyone and everything you outsource. Do not take anything for granted;

2)- Arrange for selection / recruitment of all kinds of Aviation staff, including (but not limited to) Pilots, Cabin Attendants, Mechanics, Engineers, Coordinators;

3)- We can also provide full trip support monitoring and assistance, contracts and subscriptions control (i.e. ARINC-Ascend, Go-Go Wifi, Aircell-Iridium, Fuel Release contracts, liaison with maintenance and/or training providers etc), among many other services.



Convincing the CFO to consider business aviation

"Today’s transportation system is just not set up for business travelers," says Creedy.


Aviation journalist Kathryn B. Creedy says linking commercial aviation hassles to business aviation could expand the market.

The No Plane, No Gain campaign seemed to give the industry all it needed to sell business aviation in a world that still thinks it is for fat cats jetting off to Gstaad. Among many other conclusions, the studies showed users are more successful than nonusers, and that government use of business aviation actually saves taxpayers money.

Even so, the understanding of business aviation remains woefully inadequate judging from the headlines that love to stick it to users. Indeed, I question whether anyone in the industry is using these valuable studies to convince chief financial officers to consider business aviation.

A gold mine

Business aviation interests are sitting on a gold mine if they just step back to consider the growing mountain of data about the economic impact of the commercial aviation hassle factor. If they did, they would accomplish what one innovative company – Wheels Up – has set out to do and that is to expand the market.

“Private aviation has been a matter of poaching each other’s customers,” Wheels Up President David Baxt told me during NBAA. “We are expanding the market, democratizing private aviation and driving new people to it.”

Also readUp up and away.

Business aviation veterans, however, caution that we live in a cost-conscious world. Do we? Or, are corporations just being penny wise and pound foolish and we don’t know how to convince them otherwise? Do CFOs know the statistics that bizav contributes to the bottom line? Do they know the real cost of commercial airline service? What about those who live off the transportation map?

Out of luck?

In the past two decades, more than 400 communities have lost commercial air service in the US and, astonishingly, 200 have been lost since 2013. New pilot training regulations mean the further erosion of air service – which is expected to reach crisis proportions within the next few years. That is a lot of people out of luck.

Consider this:

  • The out-and-back-in-one-day business trip is a thing of the past, except with business aviation. Traversing a hub to get to your destination adds three to five hours to the length of a business trip.
  • De-hubbing has more than halved the non-stop destinations at major airports and municipal officials are desperately looking for solutions.
  • Hubs are designed for inter-regional travel, leaving intra-regional flights unaddressed.
  • A regional airline flight is almost three times as likely to be canceled than a major airline flight. Weather and air traffic congestion conspire in the cancellation of 69% of regional jet cancellations. For major airlines, the cause relates to mechanical or crew problems.
  • The Department of Transportation has been searching for solutions to the loss of air service and mentioned contracting with air taxi companies as a solution.

At the beginning of the aviation industry, passengers had a saying: If you have time to spare, go by air. Today, the old adage still rings true, creating a huge opportunity for business aviation. Business travelers know they don’t have to time to mess around with inefficient travel systems. But do CFOs know that?

Teaching the C-suite – and ourselves

The industry can do more to educate the C-Suite. Potential users may wring their hands about how to eke more productivity out of employees, but they don’t think of travel productivity because they are tied to the corporate travel industry. These and other factors suggest that we should not let cost consciousness become a barrier to our education efforts.

The problem is few in the business aviation community know anything about the commercial aviation aside from what they see as a passenger. They assume that because of the higher costs of business aviation, most passengers won’t even consider it.

They are right and wrong at the same time.

They don’t know about the compelling narrative that can be created by linking the hassle factor and the ease of business aviation. Viscerally, we know about the pain of commercial airline travel, but have we quantified it? I have.

Do the math

Having spent my career covering both commercial and business aviation, I see the potential of what can be done. I’ve already written that narrative. Strikingly, the cost of delays and cancellations were more than $8.5 billion annually, with nearly one in five kept from completing their trip in 2013. Total air service problems cost the economy $85 billion and $900,000. Imagine if we could help unlock that productivity.

Today’s transportation system is just not set up for business travelers. In 2013, security, fees, crowded flights and terminals and delays and cancellations prompted passengers to eliminate 38 million domestic airline trips – 8% of travel demand.

And what of the future?

We face pre-Thanksgiving congestion at least twice a week at many airports in the next decade. Some airports are already there. These are only a handful of message points that can be used. The question is how to turn these and other statistics into something business aviation interests can use.

Do you know how? I do and this could be the result: At the top of the last business cycle, airline hassles grew business aviation from 16% of all premium business traveler trips to 41%, according to Stanford Transportation Group. At that time – 2007/8 – travelers on business aircraft generated a record 41% of the number of passenger trips as those made by airline first-class, business-class and full-fare coach passengers combined.

Must-readThe new mediocre.

While travel industry studies about the cost of inefficient air transportation are designed to goose Congress into funding initiatives such as NexGen, their conclusions amount to valuable additions to the industry’s quiver in its efforts to convince the CFO. With this material, business aviation interests can make companies rethink their corporate travel policies to allow business aviation as the cost gap between business and first class as business aviation narrows and the hassle factor expands.

The time is now

Exploiting the opportunity before us will yield new customers. New business models such as Wheels Up, Surf Air and Jet Suite, are making business aviation more accessible. I think more established business aviation companies, NetJets and the like, and airports need to adopt more pro-active marketing campaigns that target those who do not use business aviation today.

Clearly, much more can be done, and it is up to the marketing and public relations officers to make a real difference. We are now heading to the top of the next business cycle. Business travelers are looking for alternatives. The time is now.

By Kathryn Creedy

* Original link:

** If you need more information regarding corporate aviation management, contact us any time:  

+55 (22) 9 8125-9440  and/or via e-mail:

Besides helping with your aircraft brokerage needs, we:

1)- Organize (and provide advice towards managing) your Corporate Flight Department within your own organisation (beware of "magic" promises regarding Part 135 jet managements; instead, be in control of your own exclusive private jet and/or helicopter). First and foremost, trust your pilots and mechanics. Audit everyone and everything you outsource. Do not take anything for granted;

2)- Arrange for selection / recruitment of all kinds of Aviation staff, including (but not limited to) Pilots, Cabin Attendants, Mechanics, Engineers, Coordinators;

3)- We can also provide full trip support monitoring and assistance, contracts and subscriptions control (i.e. ARINC-Ascend, Fuel Release contracts, liaison with maintenance and/or training providers etc), among many other services.




The benefit of saving time

In the past, neighboring residents have expressed concern about the noise the airport generates, so a noise reduction plan will be implemented beginning April 1, and will introduce no low fly zones and other measures.

Biggin Hill (BQH), the family-run operation serving London, is building on success and launching several new projects in the coming year.

Most notably, the new London Heli Shuttle service will offer customers a transport service to and from the London Heliport in Battersea. The shuttle will help the airport attract more transatlantic traffic, while offering customers a smooth and efficient service. “The fact that we are a dedicated UK Port of Entry with our own Border Force office, and that there are no slot restrictions here at London Biggin Hill, means speedy arrival, departure, and transfer service,” says Biggin Hill Marketing Manager Andy Patsalides.

Must-readBiggin's new Heli shuttle.

Castle Air operates the shuttle on behalf of Biggin Hill, with a dedicated fleet of six-seater AgustaWestland AW109s. “The fact that Castle Air is based here at Biggin Hill means we offer an on-demand service,” Patsalides says. “Elsewhere there is usually a need to position a helicopter to meet up with a client’s private jet.”

The Heli Shuttle carries up to six passengers for a set fee of £2,300 to both heliports, with a free chauffer transfer anywhere in London. But it’s the time-savings that Patsalides says customers value most. “It’s the Concorde time machine story,” he says. “Our customers place great value on the significant time saving they are making over the road journey from our competitors. Saving an hour each way is seen as the most important benefit, along with the fact that they know it’s a resilient service as the fleet of A109’s is Biggin Hill based.”

Now open longer

An update that will affect not only customers, but also the community, is Biggin Hill’s plan to expand hours. Still awaiting approval, Biggin Hill hopes to extend hours from the current 7:30 to 21:00 on Mondays through Saturdays to 6:30 to 23:00, and to move from 9:00 to 21:00 to 8:00 to 23:00 on Sundays and holidays. These longer hours could bring £230 million per year to Bromley’s economy, according to a study from Nathaniel Lichfield & Partners. It could also add 2,300 jobs as more business is drawn to the area.

In the past, neighboring residents have expressed concern about the noise the airport generates, so a noise reduction plan will be implemented beginning April 1, and will introduce no low fly zones and other measures.

Other updates include an upgrade to the Biggin Hill GPS Runway 03, which is currently in the design phase, and the addition of a 4-star hotel. Planning permission has already been granted for the hotel, which will house 76 beds, Patsalides says.

All in the family

Currently run by father and son Andrew and Robert Walters, Biggin Hill promotes a family atmosphere and an ethos of education and growth. The company promotes education for pilots and operators, and encourages freedom and professional growth opportunities. Their method has worked so far. Biggin Hill has won awards for its VIP handling, three FBOs, and support and maintenance services.

By Rebecca Holland

Original link:




Completing Your Flight Department: The Importance of a Third Crewmember - by Universal Weather & Aviation

This is a post by guest author Carol Martin of Sit ‘n’ Stay Global, LLC. Carol was asked to contribute to our business aviation blog because of her expertise as a flight attendant with a specialization in animal safety and care as it relates to business aircraft operations. Any thoughts expressed below are entirely Carol’s and do not necessarily reflect the views of Universal Weather and Aviation, Inc.

Surprisingly we are still having discussions about the importance of a third crewmember on large cabin aircraft. Perhaps we have been discussing points that are simply too obvious and need to consider some of the benefits of a third crewmember that nobody really wants to think about. The things we are trained to do and keep current on, are often things nobody wants to talk about in everyday conversation. The things we think about during every takeoff and landing would make many passengers a bit nervous. Most would rather focus on our ability to prepare world-class cuisine and make the bedding look really pretty.

These are private jets where no expense has been spared to have the very best provisions for safety and security. Many are equipped with a Tempus unit *, defibrillator, MedAire subscription **, smoke hoods, and life rafts that are top shelf. It seems incongruent that the flight departments or corporations might think a third crewmember would be a luxury or unnecessary expense. When the third crewmember is viewed that way, it may be because the decision makers have become distracted by the “cabin attendant persona” who makes everything beautiful and presents five star cuisines. It’s human nature to focus on that, because nobody wants to think about what we’re really trained to do and how we support the operations of the flight department invisibly, if done correctly.

1. Flight deck support

A well-trained and experienced cabin attendant can ease the workload for the flight deck by completely managing the cabin. This allows the pilots to remain focused on flying and completing associated duties. They never have to divide their attention to maintaining a tidy cabin and lav, preparing and serving food, or checking to make sure everything is operating correctly in the aft section of the aircraft. The cabin attendant can also ensure that the pilots remain properly hydrated and nourished, as well as, provide breaks so they can maintain focus.

2. Medical first responder

Your third crewmember is trained as a medical first responder. Your pilots are trained as well, but you don’t want one of your pilots leaving the flight deck to assist while the other one manages an emergency landing to get a critically ill passenger to a trauma center. Perhaps you feel comfortable because you have a doctor on board as a passenger, but what if the person who becomes ill is the doctor? Having someone on board who is trained in field response for in-flight emergencies and has experience in triage assistance in case of an accident is not only a good idea, but a safe one.

3. Fire fighter

Your crew is trained to fight an in-flight fire. This is something nobody ever wants to encounter and tries very hard not to think about. If there is a fire, discovering it early is essential. Having a highly trained and experienced third crewmember is critical as a fire rarely starts in the cockpit. A third crewmember is trained to detect the first signs of any overheating or a hidden fire. They are trained to detect and fight fires behind the walls and under the floors. You don’t want to think about that. Flight attendants practice staying calm and fighting these types of fires with hands-on training every year. A third crewmember can be fighting the fire while both pilots concentrate on getting the aircraft on the ground safely, which is the first priority in a fire. You will be very glad to have a third crewmember on board in this situation.

4. Security detail

Welcome aboard, the cabin looks beautiful and pleasing every time of course. Your trained third crewmember can make the cabin look beautiful, but also focuses on every item in the cabin, allowing them to detect any new or unidentified items that are present while the pilots focus on flight related items. Security is always a top priority, but what if we were to learn in-flight that we have a bomb on board? Your third crewmember would know the safest location for it and how to build a safe compartment around it, while staying calm because they have practiced this annually. Your pilots know this too, but having a third crewmember allows your pilots to stay focused on flying and communicating with the ground, while the third crewmember deals with the threat. They have also been trained in hostage negotiation and defense tactics. 

5. Flight department team member

The third crewmember can ease the load for your entire flight department by restocking the aircraft upon return from a mission. The cabin attendant knows better than anyone exactly what supplies have been depleted during a trip and can easily keep track and re-stock the aircraft upon return. Other duties can include management of linens and china, stocking items onboard , and maintaining passenger and crew profiles. This can free up your flight department for their main duties, such as dispatch and accounting.

6. Privacy

We might as well take a direct look at the elephant in the room and address the issue of privacy. This is the number one issue many private jet owners have with bringing a third crewmember on board. Please realize that a properly trained cabin attendant knows how to be available, but invisible. Discretion and owner privacy are top priorities. If you don’t feel like you can have your own space or your discussions are not secure, you don’t have the right crewmember. It’s that simple. Not every person will be the right fit for your operation, but it is worth it to find the one that will work with your needs and style, allowing your flight department to gain all of the benefits that a third crewmember can bring to your team.

Closing Thoughts

Try thinking about the third crewmember as an extended member of the flight deck crew and an addition to the flight department staff, as well as a fire fighter, emergency first responder, and security specialist who will also fill in as a culinary artist and concierge on the side. Maybe that will help define this role in a way that makes sense. There’s just so much of that role that people really don’t want to think about, but your third crewmember trains every year on many items to make sure they stay in top form. Your third crewmember is just like your fire extinguisher and your life raft. You really hope you’ll never have to use them for their true purpose, but you wouldn’t dream of not having those essential pieces of safety equipment on board for the one time that you do need them. The difference is you can actually use your third crewmember for so much more on every mission.

Resources in this article:


If you have any questions about this article or adding a third crewmember to your flight department, contact me at

Original post: 

Source: The Cessna Aircraft Corp.
Source: The Cessna Aircraft Corp.
Source: The Cessna Aircraft Corp.
Source: The Cessna Aircraft Corp.
Source: The Cessna Aircraft Corp.

Having an AMT on Staff makes Financial Sense - by

By David Wyndham - May 29th, 2014 - 14:19

Having an Aviation Maintenance Technician (AMT) on staff can be invaluable to a business aviation flight department. Some operators will whole-heartedly agree with this, and others may not be so sure. Lets take a look at the numbers.

Reduction in unscheduled maintenance. Prior to trips, the AMT can perform a more thorough pre-flight than the pilot can do. When the aircraft is not flying, the AMT will be doing minor tasks and cleanup items versus waiting to have them done during a scheduled check. A little TLC can help keep an aircraft reliable.

Higher rates of dispatch reliability. The response time of an in-house AMT is immediate. A flat tire or burned-out landing light can delay a trip by many hours when waiting for the local FBO to send someone over to look at the plane. Plus, they may not have the tire or bulb needed.

What is the cost of a delayed or missed trip? It isn't easy finding a last minute charter. A minimum delay needed to find, book and have a charter aircraft on hand may be four to eight hours, if you are lucky. If there are three senior executives cooling their heels in the pilot lounge, how much is their time worth? If they have a combined salary of $1 million, their worth to to corporation can be 5-10 times that. So $5 million annually could be costing you $2,500 per hour in waiting time for those executives! A four-hour delay can cost $10,000 in lost productivity of the passengers.

The cost of the charter itself is not inconsequential. Assuming $3,500 per hour for a mid-size business jet, and an 8-hour round trip, the charter cost is $28,000. You avoid the operating cost of your own aircraft. Accounting for that variable cost, assuming $2,000 per hour, still results in an increased cost for the trip of an added $12,000 (more if an overnight and waiting times are needed).

What if the trip is cancelled? What if the cancelled trip results in a delayed opening of a new factory, or a lost opportunity to land new business? There is no way to easily calculate this lost opportunity cost, but it can be huge. It was important enough to have an aircraft and schedule the trip.

It isn't too hard to see a single lost or significantly delayed trip can easily cost a company $100,000 or more. One trip saved by your in-house AMT can be the break-even point!

Other areas the AMT is well worth having around is in the ability to save money on scheduled maintenance. Turbine aircraft maintenance facilities charge around $85 to $125 per hour shop labor. The AMT typically has the tools and facilities to do much of the minor, routine checks. If that capability is outsourced to a facility an hours' flight time away, the travel time and costs are higher.

 When major maintenance is being performed, the AMT can monitor the progress of the tasks and represent the aircraft owner. This "babysitting" of the aircraft can result in an on-time, on-budget completion of the maintenance task. A great service center will make every effort to get the job done right, and having your AMT on hand will enable them to do just that.

 Lastly, a good AMT knows his or her aircraft better than anybody else. I've seen maintenance manuals with pages of handwritten notes in them. Those notes represent the knowledge of your AMT with respect to your aircraft and are much more valuable than the manuals themselves.

If your flight department has more than two aircraft, the decision to hire an AMT is an easy one. Even for a small, turbine flight department, the AMT can make sense from both a financial and effectiveness perspective. When considering hiring an AMT, look at the benefits and you will likely agree the cost is worthwhile.

 Original link:


Your Own Flight Department versus Aircraft Management – How to Decide - Originally published by Universal Weather & Aviation

You finally made the big decision to buy a business jet. Now you need to figure out what to do next. You have some friends who use an aircraft management company and some who have their own corporate in-house flight department. You’ve heard a lot of conflicting information about both alternatives. Which option is best?

There is no "one size fits all" answer to this question. There are many part 91 aircraft owners who are very happy having their aircraft managed, and there are many owners who are pleased with having a flight department arrangement. Selecting the best option really depends on what issues are most important to a particular aircraft owner.

From my twenty years of experience, I have learned there are four primary reasons why an owner would decide to establish an internal flight department rather than use a management company: Cost, Control, Customization and Consultant.

Cost of Aircraft Management

Some aircraft owners feel the cost of paying for an aircraft management company is not worth the benefits gained. There are usually both quantifiable savings – such as an aircraft management company’s fleet discounts – and qualitative benefits – such as a second level of oversight, established policies and procedures, etc. However, the savings often do not cover the fees. Thus, it becomes quite subjective as to whether the incremental cost of using an aircraft management company is worth the qualitative benefits it can provide. An owner’s cost sensitivity will determine how important this factor is in making a decision.

Control Desired by the Aircraft Owner

According to Federal Aviation Administration (FAA) regulations, the aircraft owner possesses operational control of a part 91 aircraft. That means certain basic decisions concerning the pilots, aircraft scheduling, etc. are always controlled by the owner. However, in practice, there is wide variation in how the owner exercises that control. If an owner desires hands-on involvement with most aspects of the aircraft, then that involvement could result in incompatibility with the aircraft management company. For example, the owner’s actions could cause the aircraft management company time delays in getting things done, or the owner’s ideas on crew duty limits or eligible airports may be in conflict with the management company’s policies. Hence, an aircraft management arrangement may not be best for this type of owner.

Customization Required by the Aircraft Owner

Some aircraft owners are very particular in regard to certain aspects of their aircraft operation. For example, they may want to employ a unique aircraft scheduling process, their accounting requirements may be highly complex, or the level of involvement with the crew may be unusual. The greater the degree of customization required by the owner, the more difficult it is for an aircraft management company to bend their standard policies and procedures to satisfy the owner’s requirements. Thus, for highly customized situations, it is often best for the owner to have an in-house flight department.

Aircraft Owner’s Consultant

Many aircraft owners use a consultant or broker to help them purchase their aircraft. Frequently, these individuals have a strong preference as to whether a flight department or aircraft management company approach is best and will influence the owner accordingly. When the consultant is a pilot, frequently he or she will end up establishing and managing an in-house flight department for the owner. It is strongly advised that an owner verify the credentials of any consultant or broker prior to retaining him or her.

Multiple Aircraft Scenarios

The more aircraft an owner possesses, the more likely it is that cost, control and customization issues will result in the flight department option being selected. In addition, any cost advantage that an aircraft management company initially provides diminishes as the size of an owner’s fleet increases. Hence, situations involving multiple aircraft are more likely to be handled by an in-house flight department.


Both aircraft management companies and in-house flight departments possess unique advantages. Every owner needs to determine his or her own specific criteria for selecting between the two. If an owner’s priorities involve strict cost sensitivity, tight control and/or significant customization, or if multiple aircraft are involved, then often establishing an in-house flight department is the best option.


If you have any questions about this article or how to pick between a flight department or an aircraft management company, contact me at


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* This is a post by guest author Dave Weil, CEO and founder of Flight Dept Solutions, LLC. Dave was asked to contribute to this blog because of his expertise in aircraft management and flight department issues. Any thoughts expressed below are entirely Dave’s and do not necessarily reflect the views of Universal Weather and Aviation, Inc.

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16.10 | 18:10

Procurando um helicóptero R44 com pouco tempo voado, ou com disponível até o OH. Obrigado.

21.08 | 16:48

Gostaria de um contato para informações sobre aviões agrícola. Obrigado.

02.06 | 14:33

Os Srs. ainda transladam aviões agrícola? Gostaria dum contato. Obrigado.

18.01 | 23:56

Vcs trabalham com aeronaves agrícola, tambem? Obrigado.

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