Posted by Diane Heiserman on Mon, May 14, 2012 @ 06:00 AM
The first Duncan Intelligence LIVE event of the year will be held next week on May 23, at Duncan Aviation's Battle Creek, Michigan, facility. Classes are face-to-face forum discussion with Duncan Aviation experts and guest presenters.
The agenda is set and registration is open.
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8:00 – 8:50 a.m.
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Painting a Business Aircraft
George Bajo - Duncan Aviation
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9:00 – 9:45 a.m.
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Flying With A Connected Cabin
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Dave Salvador - AirCell |
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9:45 – 10:00 a.m.
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Break
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10:00 – 10:50 a.m.
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F.A.N.S.
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Justin Vena – Duncan Aviation |
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11:00 – 11:50 a.m.
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Flammability Testing
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Cliff Barker – Duncan Aviation |
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12:00 – 1:30 p.m.
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1:30 – 2:20 p.m.
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Autopilot Troubleshooting
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Curt Campbell – Duncan Aviation |
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2:30 – 3:20 p.m.
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Pratt & Whitney Engines
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Alex Best – Pratt & Whitney |
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3:20 – 3:30 p.m.
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Break
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3:30 – 4:20 p.m.
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Certification & Designees
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Terry Michmerhuizen – Duncan Aviation |
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4:30 – 5:20 p.m.
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International Flight Operations
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Gary Harpster – Duncan Aviation |
Come the night before and enjoy a casual evening of golf with a cookout to follow.
All Duncan Intelligence LIVE events are free educational seminars. Participants are responsible for their own lodging and transportation. Registration for the classes is open now.
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Posted by Diane Heiserman on Thu, May 10, 2012 @ 06:00 AM
Contributed by Justin Vena, Avionics Installation Sales Rep
Bottom Line: If you routinely fly in the world's oceanic routes, you want to be FANS and Link 2000+ compliant.
The Three major OEMS for business aircraft in operation within EASA airspace are exempt from the Link 2000+ mandate that takes affect after 2015 under Article 14. Basically, if you operate an out-of-production business aircraft in EASA airspace only and do not plan on traveling internationally, you are exempt from the Link 2000+ mandate. You will need to file an exemption request with EASA and obtain approval under Article 14. There are two articles of exemption, Article 1 aircraft are permanent exemptions and Article 2 are temporary exemptions.
Does my Business Aircraft have to comply with the Link 2000+ mandate to fly in EASA airspace after 2015?
The short answer is yes and no.
No. All non-production business aircraft in operation within EASA airspace are exempt from the Link 2000+ mandate that takes affect after 2015. Basically, if you operate an out-of-production business aircraft in EASA airspace only and do not plan on traveling internationally, you are exempt from the Link 2000+ mandate.
Yes. All current production model aircraft will have to comply with the Link 2000+ mandate after 2015.
Does my aircraft have to comply with the FANS mandate to fly in the North Atlantic Tracks after 2015?
Yes. The North Atlantic Tracks (NATs) are the fastest and most efficient routes between North America and EASA. After 2015, all aircraft flying the NAT must be FANS compliant.
Take note, the two center tracks of NAT will be closing to non-FANS compliant traffic by 2013.
International Travel Options
If you don’t want to pay the expense required to become FANS compliant, you are not totally without options. As stated above, by the end of 2013, ONLY the center two NAT tracks will become unavailable non-FANS aircraft. There are other routes available between North America and Europe. However, these routes are longer and have less than ideal conditions.
If you consistently fly these routes rather than the NAT, you will incur higher operating and maintenance costs associated with the added flight hours. Many aircraft will also require an aditional fuel stop for Atlantic crossings.
Best Equipped = Best Served
There are many oceanic routes around the world that, at the present time, do not require aircraft to be FANS compliant. However, they are beginning to adopt the “Best Equipped, Best Serviced” policy. It is not uncommon to hear of an aircraft having to sit on the runway waiting for clearance to take-off as other better-equipped aircraft are allowed to leave before them.
Duncan Aviation's team of avionic experts have compiled information to explain FANS 1/A, equipment, operational facts, benefits of the systems and regulation and certification in the easy-to-read ebook: Straight Talk About FANS. Download your copy here.
Justin will be attending European Business Aviation Convention and Exhibition (EBACE) in Geneva, Switzerland, from May 14 – 16. If you have any questions or want to talk about NextGen initiatives, schedule an appointment or stop by stand #456.
Justin Vena is an Avionics Installation Sales Rep at Duncan Aviation’s Battle, MI, facility. He specializes in NextGen Initiatives. His Aviation career began in 1988.
For more updates from Duncan Aviation, please follow us on Twitter and become a fan on Facebook.
Posted by Diane Heiserman on Tue, May 08, 2012 @ 06:00 AM
Contributed by Dale Hawkins, airframe service sales rep.
Business aircraft budgets are tight. Firm Fixed Pricing gives more control over maintenance expenses.
When it comes to business aircraft maintenance costs, most operators are able to effectively budget what they want to spend on interior, paint, and avionics. But when it comes to airframe maintenance, there are many unknowns. Even a well-educated guess can still result in the Director of Maintenance (DOM) having to explain why the aircraft maintenance costs came in higher than expected. Firm Fixed Pricing offers business aviation customers a guaranteed labor price for scheduled inspection packages, giving more control over maintenance expenses.
How does Firm-Fix Pricing work?
An MRO offering Firm Fixed Pricing agrees to perform scheduled inspections and all discrepancies noted as a result of these inspections at a predetermined fixed price. The price includes the inspection labor (often called flat rate), miscellaneous parts needed for the inspection, labor for discrepancies noted as a result of the inspection (unknowns) and all consumables. Due to continuous price fluctuations, major parts or outside vendor services are not included in Firm Fixed Pricing.
With all the unknowns, how is an MRO able to offer Firm Fixed Pricing?
Knowledge and experience is the only way a qualified MRO is able to offer Firm Fixed Pricing. Through years of performing the same airframe inspections over and over, innovations are discovered, efficiencies are gained and valuable historical data is collected; reducing the risk of a guaranteed labor rate.
Why aren’t more MROs offering Firm Fixed Pricing?
Simply put, the potential risk of losing profit margins is just too high. The majority of the reluctance stems from the unknown possibility of discovering major corrosion damage during an airframe inspection. A discovery of this type is not uncommon and can escalate the cost and extend the downtime of any airframe inspection.
Minor airframe corrosion is covered under the Firm Fixed Pricing program and corrosion that requires Engineering Services from the OEM are offered at an exceptionally discounted rate.
Firm Fixed Pricing for Falcon Airframe
Duncan Aviation has been offering Firm Fixed Pricing on Falcon airframes for six years. Since then many Duncan Aviation customers have taken advantage of the guaranteed labor rate. Here’s what a few have had to say.
Ken Peartree, Hewlett Packard DOM — “No other company was willing to use such a creative approach. It was great for us!"
Joe Sasser, DOM — "I challenged Duncan Aviation to create this program as I believe the industry is moving that direction. We performed two separate C inspections on our Falcon 50 and 900EX. We were very pleased with the team's performance and our accounting department loved knowing where we stood before performing the work."
Chuck Baker, Greenleaf DOM— "I have maintained this aircraft for many years, but never been to this level of an inspection. I really don't know what will be found. I do suspect there will be some S-duct cracking and possibly some tank corrosion. Given that, we believe Duncan's Firm Fixed is the way to go!”
Bottom line for us is simple. Duncan Aviation has a tremendous amount of history and expertise with all Dassault airframes that we are willing to take the risk for our customers.
Our relationships with our customers are very important to us. We continually look for ways to enhance and improve their Duncan Aviation experience and are challenging our other teams to pursue offers of Firm Fixed Pricing for other airframe types. Stay tuned.
Let's Talk Firm Fixed Pricing at EBACE
Dale is attending European Business Aviation Convention and Exhibition (EBACE) in Geneva, Switzerland, May 14 – 16. If you have any questions or want to talk about Firm Fixed Pricing for you next Falcon inspection, schedule an appointment with Dale or stop by Duncan Aviation’s stand #456.
Dale Hawkins is an Airframe Service Sales Rep at Duncan Aviation’sBattle Creek,MI, facility. He specializes in the Falcon and Hawker airframes. His aviation career began in 1981.
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Posted by Diane Heiserman on Tue, May 01, 2012 @ 07:00 AM
Contributed by Adrian Chene, Avionics Installation Tech Rep.
Your business aircraft's maintenance laptop is a valuable piece of equipment. Take the necessary steps to prolong its useful life.
Since the first Pentium was installed in Honeywell’s Primus 1000 system, OEMs have relied on laptops for business aircraft maintenance functions. The latest generations of business aircraft are delivered with dedicated laptops. However, once the aircraft departs the completion center, you often find that you are on your own to maintain this new and sometimes unfamiliar addition to your flight department.
Knowing that a failed laptop can wreak havoc, it is wise to take measures to ensure the best possible service life from your maintenance laptops. The following represents some guidelines that may assist in prolonging the service life of your equipment.
DO NOT connect the maintenance laptop to the internet
I highly recommend leaving your maintenance computer’s Wi-Fi disabled. This is not an email laptop. This is not for on-line Field 5 access. Maintenance laptops often have little or no anti-virus protection because anti-virus software can interfere with talking with the aircraft. In addition to that, laptop network security settings are often set to provide little protection to make communications easier for avionics software.
DO NOT load non-essential software on the maintenance laptop
Installer executables on Microsoft Operating Systems are often given administrative access to computer assets, which mean that they can cause things to not work. There is a reason why our installation department has 5 different Windows XP / 3.1 laptops. It is because some maintenance programs can actually conflict with others and make both applications not work properly.
DO NOT alter the maintenance laptop's computer settings unless instructed to do so by a procedure or a professional
I know that sounds like common sense, but there is always someone, you know who you are, who thinks they were a computer science major in a past life and likes to “poke around” when a program does not run properly. DO NOT do it. I have spent hours figuring out why a dual core laptop would not connect to a Cabin Management system, it was the hyper-threading option in the Bios settings. A careless key stroke or mouse double-click can mean a lot of lost sleep. Call a Field Service Rep immediately for assistance.
DO NOT perform Microsoft Updates
There is nothing more pointless than performing Microsoft updates on your aircraft maintenance laptop. Two major functions of Microsoft updaters are to alter security settings to make your machine more secure and make tweaks to the OS that permit the system to work with new programs. Because you want your OS to continue to work with the software already loaded, performing Microsoft Updates will generally not benefit you.
Reverse Your Actions
If you must change a setting on your aircraft’s maintenance laptop, change it back when you are done or when it is determined that the setting is unrelated to the computer failure you are experiencing. I recognize that “poking around” can also be legitimate troubleshooting. Take the time to make detailed notes of your action and reverse your changes as you go.
Get a spare laptop
When at Completions, get one or two spare laptops of the same model number as backups. Many times when a laptop fails, the component that failed is actually replaceable. The problem arises when the model laptop you possess is no longer supported in about 3-5 years and replacement parts are not available. It is not a bad idea to have a couple of laptops lying around that you can use should something go very wrong. The cost on these laptops is typically under $1200, which is nearly free in aviation money.
Following these simple recommendations will help keep your maintenance laptop healthy and in good working order.
Adrian Chene serves as an Avionics Tech. Rep. for Duncan Aviation's Battle Creek, Mich. (BTL) facility, specializing in Astra / Westwind, Challenger, Citation, Embraer, Falcon, Gulfstream, Hawker and Learjet aircraft. He began working in aviation in 1996
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Posted by Diane Heiserman on Thu, Apr 26, 2012 @ 07:00 AM
Contributed by Suzanne Hawes, Paint and Interior Modifications Rep
A corrosion grid from an aircraft maintenance inspection.
As business aircraft fleets have aged, Duncan Aviation’s maintenance teams have observed more and more instances of corrosion on aircraft nearing 12 years of age. And we've developed a process to detect it early.
Stripping an aircraft prior to maintenance proactively detects surface corrosion and minimizes the impact on the maintenance schedule. Duncan Aviation refers to this method of interrupting the paint cycle as an “out-of-sequence strip and paint” event.
Here are five ways early aircraft corrosion detection can help prevent scheduling disruptions on major airframe inspections.
1. Aircraft are easier to inspect.
Corrosion is not always obvious to the naked eye. Pitting can occur under the paint without any noticeable change in appearance. Only after an aircraft is stripped, will a thorough visual inspection uncover hidden corrosion.
2. Identifies surface corrosion before the paint process begins.
An aircraft is typically not stripped for paint until after the maintenance is complete. If corrosion is discovered at this time, the paint process is halted and the aircraft is returned to the hangar for structural repair.
3. Allows engineering solutions and structural repairs to be worked during scheduled maintenance.
By detecting corrosion early on, engineering solutions and structural repairs can take place during the maintenance inspection.
4. Can reduce downtime significantly.
Corrosion found after maintenance is complete can add several weeks to the project, possibly as much as four weeks or more in extreme cases. Although an out-of-sequence event will add two to three days to the overall schedule, it allows repairs to be worked during the original maintenance schedule, potentially saving weeks of downtime.
5. May prevent the loss of a paint opportunity in a tight paint schedule.
Paint slots are scheduled months in advance and can be difficult to reschedule quickly when missed. Most minor corrosion found during a out-of-sequence event can be addressed during the maintenance downtime and still be able meet the original scheduled paint slot.
We don’t truly know what’s under the paint until we remove it. If an operator is concerned about corrosion on their aircraft, they may want to consider stripping the aircraft prior to inspection. It can really save downtime in the long run.
To learn more about how to prevent scheduling disruptions on major airframe inspections, download the Corrosion Detection Field Guide.
Duncan Aviation provides major and minor airframe inspections and paint refurbishments on most popular makes and models of business aircraft. Out-of-sequence event may be scheduled at Duncan Aviation’s paint facilities located in Lincoln, Neb., and Battle Creek,Mich.
Suzanne Hawes is a Completions Sales Rep at Duncan Aviation’s Battle Creek, MI, location, specializing in Falcon paint and interior completions and modifications. Her aviation career began in 1996.
For more updates from Duncan Aviation, please follow us on Twitter and become a fan on Facebook.
Posted by Diane Heiserman on Tue, Apr 24, 2012 @ 09:30 AM
Contributed by aircraft parts consignment experts, Bob Tooker and Susan Masek.
When it comes to buying or selling excess aircraft parts inventories, Duncan Aviation's consignment program reaches around the world.
Managing an excess of aircraft parts can be a challenge for any operator. You want to sell the surplus, but simply can’t find the space, man-power or the time. Partnering with the right aircraft parts consignment program is very important. Remember these tips as you search for the best match.
1. Ensure Your Parts Are Protected
The aircraft parts consignment program you select should operate in the interest of you and your assets. If parts are to be physically stored with the consignor, ensure that the inventory is stored in an environmentally-controlled space, that you will be protected from purchaser default during transactions and that the consignor holds appropriate insurance against casualty and subsequent loss.
2. Look for Proactive Marketing & Sales Efforts
An effective aircraft parts consignment program will be proactive in marketing and selling your assets. Inquire about the program’s customer base, marketing strategies and consignment history. Ask questions like; what parts locator services will list my inventory? How often are these lists updated? And how many years have you been consigning aircraft parts and components?
3. Physical Maintenance of Parts Inventory
You want your chosen aircraft parts consignment program to be responsive to customer requests. The need for aircraft parts does not wait for normal business hours. Therefore, you want to select a consignment company who physically maintains their inventory of consignment parts; allowing for quick value assessment and overnight delivery services.
Everything from accessories to avionics, instruments to propellers or even consumables, the consignment experts at Duncan Aviation help operators convert surplus aircraft parts to cash and help free up some much needed storage space. Read the Duncan Debrief to see what many Duncan Aviation’s customers have to say about the Duncan Aviation aircraft parts consignment program.
If you have a surplus of unneeded aircraft parts and would like to turn them into much needed cash, contact Duncan Aviation’s Consignment experts, Susan Masek or Bob Tooker.
Bob Tooker is an aircraft parts consignment expert specializing in quality control and export documentation. His aviation career began in 1967. Susan Masek is an aircraft parts sales expert specializing in the acquisition and consignment of aircraft parts. Her aviation career began in 1996.
For more updates from Duncan Aviation, please follow us on Twitter and become a fan on Facebook.
Posted by Diane Heiserman on Thu, Apr 19, 2012 @ 06:30 AM
Contributed by Bob McCammon, Aircraft Sales Rep
The first quarter analysis gives all indications that the business aircraft secondary market is improving. More buyers with a true need for business aircraft are entering the market as opposed to those who have been purchasing simply because prices have been low.
First Quarter Sale Transactions
The market for late-model large-body aircraft has seen few transactions, while at the same time the light and mid-sized business aircraft have increased considerably. This is likely attributed to serious buyers exploring several markets for the best deals. Many markets have been depleted of quality domestic aircraft, leaving foreign aircraft available.
Available pre-2000 era aircraft continues to increase with few buyers, while prices of 1990 and older aircraft continue to decline with very little market activity.
Looking Ahead
The beginning of 2012 is substantially better than 2010 and is showing impressive improvement over 2011. We anticipate that the remainder of the year will continue to improve, with a firm rebound expected in 2013.
At Duncan Aviation’s Aircraft Sales & Acquisitions, we continue to expand our knowledge of the pre-owned aircraft market on a daily basis, assessing overall market strengths and weaknesses and determining numbers to evaluate pricing.
Choose the better way to buy or sell aircraft. Contact a member of the Duncan Aviation Aircraft Sales team today.
Bob McCammon is an Aircraft Sales and Acquisitions Rep. at Duncan Aviation’s Lincoln, Nebraska facility, specializing in turbine and turbo-prop aircraft. He began working in aviation in 1968.
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Posted by Diane Heiserman on Tue, Apr 17, 2012 @ 06:00 AM
Contibuted by Pam Orr, Event Coordinator
Throughout 2012, Duncan Aviation will host several Inspector Authorization (IA) renewal seminars around the world, in continuation of our goal to partner with our customers and help educate pilots, directors of maintenance and maintenance technicians about the often-confusing topics on aircraft maintenance, completions and operations.
Each Duncan Intelligence LIVE event is hosted by a Duncan Aviation Regional Manager and tailored to the interests and requests of those attending. These will be face-to-face forum discussions with industry experts on topics such as Aircraft Paint, FANS 1/A, Wi-Fi, MSG Analysis, Autopilot and Pratt & Whitney Engine Troubleshooting.
The first Duncan Intelligence LIVE will be held at Duncan Aviation’s Battle Creek, Michigan, location on May 23. Featuring a full eight hours of IA renewal courses, this event will coincide with an official open house and tour of Pratt & Whitney Canada’s new HSI engine shop, located inside the Duncan Aviation facility.
Five additional Duncan Intelligence LIVE events are scheduled, including two international seminars hosted in conjunction with Honeywell. More information about these IA renewal seminar events, including exact course schedules and event registration information, will be released at http://www.DuncanAviation.aero/events as it becomes available.
Pam Orr is Duncan Aviation's Corporate Travel and Events Coordinator specializing in trade shows and customer events. Her aviation career began in 1976.
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Posted by Diane Heiserman on Tue, Apr 10, 2012 @ 07:00 AM
Contributed by Doug Kvassay, Aircraft Sales Representative
An example of a 40-year life depreciation schedule for a 1981 Westwind 1.
There is a general school of thought that the value of a business aircraft, once purchased, will remain relatively flat over time because it is maintained at a higher standard than most other capital investments; believing the investment in major equipment upgrades and maintenance will slow the business aircraft depreciation process. However, we have all seen prices increase dramatically in good times and fall far below expectations when the economy slows.
For example, in 2010, we had a 1981 Westwind 1 available for sale. This 30-year old aircraft was outstanding. Over the course of the previous 17 years, it had been well-maintained, as well as repainted and refurbished by Duncan Aviation. Prior to the last recession in 2008, we would have placed the value of this aircraft in the $1.6 to $1.8 million range. However, as with all aircraft in a recession, the value was deflated and we were faced with an aircraft that would need to be priced in the neighborhood of $750,000 to be competitive.
At the same time the owner thought he was giving the aircraft away, the buyer was thinking he got the “deal of the year.” Both believing values and prices would rebound to pre-recession levels.
Business Aircraft Depreciation Schedule
So what is the expected depreciation path a business aircraft will take? As a general rule, Banks and various financing institutions will value a 10-year old business aircraft at about 70% of the price when new. But to get a clear picture of aircraft older than that, I did some research of my own by creating a simple 40-year life depreciation schedule with a residual or salvage value. I assumed faster depreciation during the first years, leveling off as the aircraft aged. After overlaying my data with Aircraft Price Digest’s historical pricing for a 1981 WW1, I was surprised how well the lines fit considering the economic variations during the last 30 years.
Pricing dropped during the recession of 1980-1982 and continued down until after the stock market crash in 1987. Prices then moved up until the recession in the early 1990’s and again softened. Prices moved to unprecedented levels during the period of “irrational exuberance” in the mid/late 90’s until the dotcom crash in 2000. With the graph showing a depreciated value of around $800k at this time, I realized from this study, the Westwind will probably never be worth over $1 million again.
After using this same model on a number of aircraft of different vintages, two things became apparent:
- Business aircraft pricing in the secondary market is never level or static. It is always moving up or down, absolutely dependent upon the current state of the economy. And,
- During good economic times, dramatic price increases for popular models will most likely only be seen for aircraft less than than 20 years old. This is reflected in the graph where the price of this aircraft rose very little in the last economic upturn.
The pricing of some popular models, such as Falcons, will, on average, stay a little above this line throughout most of their life, holding their values better than most. Other aircraft run below the model’s line and you can see they never enjoyed the popularity or pricing support of some of their competition.
Business aircraft have an economic useful life and there are three events that will bring that life to an end as the value of the asset approaches the residual or salvage value.
- Major airframe maintenance
- Major engine maintenance, if not on a program
- Damage beyond economical repair
A business aircraft is a sound business investment, but it is still a depreciating asset with a useful life, maybe somewhat longer than most other capital equipment.
Duncan Aviation’s Aircraft Sales & Acquisitions reduces the confusion and stress of buying and selling used aircraft transactions by managing the entire process for you. From advertising in prominent outlets, to negotiating purchase agreements, to coordinating pre-purchases services; they do it all.
Choose the better way to buy or sell aircraft. Contact a member of the Duncan Aviation Aircraft Sales team today.
Doug Kvassay is a part of a team of four Aircraft Sales Representatives. He specializes in advanced aircraft aftermarket analysis and managing complex transactions. His aviation career began in 1980.
For more updates from Duncan Aviation, please follow us on Twitter and become a fan on Facebook.
Posted by Diane Heiserman on Fri, Apr 06, 2012 @ 01:28 PM
Contributed by Aircraft Interior Designers, Lori Browning and Rachael Weverka
Customers now have the option to work with 3D renderings while collaborating with Duncan Design on their aircraft's exterior paint scheme.
3D design tools help customers better visualize how an end product will look, whether it be for home interiors, fashion or landscape. For business aviation, the advantages of the 3D aircraft paint schemes go beyond only colors and offers visual representation for unique areas of the aircraft. In the end, 3D aircraft paint schemes can ease the mind of both the designer and the owner as the paint process begins to take place.
Complex Contours
With traditional 2D designs, areas of an aircraft can be difficult to view. Contours and shaping within a 3D design provide a greater representation for complex areas of the aircraft, such as airframe belly, engines, pylons and winglets.
Stripe Layout
If an aircraft design includes a stripe design, 3D paint schemes allow owners to see the stripes applied to the entire aircraft, something not possible with 2D designs. With 3D, designers anticipate how the stripes interact in certain areas on both sides of the aircraft including through cabin windows and interactions with emergency exit markings.
Duncan Aviation now has capabilities for 3D aircraft paint designs for more than 12 airframes, including Dassault Falcon models, the Gulfstream IV, and the Global XRS. In the future, we plan to further expand to other models and explore capabilities in 3D aircraft interior designs.
Learn more about Duncan Aviation’s 3D paint scheme options in Spring 2012 issue of the Duncan Debrief.
Lori Browning and Rachael Weverka, are Aircraft Completions Designers at Duncan Aviation’s Battle Creek, MI, location, specializing business aircraft modifications, completions and refurbishments for Astra, Citation, Falcon, Hawker and Westwind airframes. Lori’s aviation career began in 2006. Rachael’s aviation career began in 2010.
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