business aviation advisor july/august 2015

July / August 2015

w w w.biz avadvisor .comA Business Aviation Media, Inc. Publication

choosing a managEmEnt company

protEcting your purchasE dEcision

managing maintEnancE costs

intErnEt sEcurity in thE clouds

Flying Far aFiEld

when YOU are the backup safety crew

Passenger emergency safety training saves lives

Trusted to deliver excellence.

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Aircraft enrolled on CorporateCare have higher asset values and liquidity as well as access to a truly global service network. So while you are enjoying engine reliability, supported by the resources and engineering expertise of the OEM, you’ll know you are helping to maximize your asset’s value and liquidity for the future. For more on CorporateCare, contact Steve Friedrich, Vice President – Sales and Marketing, at +1 (703) 834-1700, or email [email protected].

CorporateCare®-a global liquid asset

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J u l y / A u g u s t 2 0 1 5 • V o l u m e 2 / I s s u e 4

6 8 10 12

the business of business aviationthe information you need, From Experts you can trust

Aircraft owners and charterers now have a resource to help you make the most effective use of your investments in business aviation. Business Aviation Advisor provides the information you need, without technical jargon, on the business of owning and flying

business aircraft – from operations to acquisition, to management and finance.

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Fe AtUre s

06 when you are the backup safety crew Passenger emergency safety training saves lives by amy nElson

08 choosing a management company Weigh your options carefully by Erik snEll

10 protecting your purchase decision First time buyer? Three things you should know by adam mErEdith

12 managing maintenance costs Control expenses without compromising safety by david dalpiaz

18

14 internet security in the clouds Are your data flying with you safely? baa staFF rEport

16 Flying Far afield The right ISP helps ensure your global travel safety by catErina taylor

De pArtMe nts

05 publisher’s message Safety in the Air – And at Home by gil wolin

18 washington report Fighting to Keep Airport Access by david collogan

For more information callUSA: + 1 877 392 6442EMEA: + 41 58 158 8686ASIA: + 852 2215 3833 www.jetaviation.com

Change Your

PErSPECtIvEFlight Services from Jet Aviation

Since 1967, Jet Aviation has been providing a diverse portfolio of solutions for aircraft owners and operators. First-time buyers can benefit from our expertise in completions monitoring services or establishing flight operations through our JetStart program. We also offer tailored flight support solutions and aircraft management services with the option of adding the aircraft under Jet Aviation’s respective air carrier certificates. Join the more than 250 owners and operators worldwide who entrust their aircraft to us.

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pUBLIsHergil Wolin

[email protected]

CreAtIVe DIreCtOrRaymond F. Ringston

[email protected]

MAnAgIng eDItOrg.R. shapiro

[email protected]

eDItOrIAL AssIstAntMichael B. Murphy

[email protected]

wAsHIngtOn eDItOrDavid Collogan

[email protected]

COntrIBUtOrsDavid Dalpiaz

Jet Aviation Flight [email protected]

Adam MeredithAOPA Aviation Finance

[email protected]

Amy NelsonCabin Manager Specialist

[email protected]

Erik snellDelta Private Jets and Delta Global Services

[email protected]

Caterina taylorJetex Flight Support

[email protected]

BUsIness MAnAgerJoAnn O’Keefe

[email protected]

BUsIness AVIAtIOn MeDIA, InC.

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Aviation safety is the timely focus of this month’s issue, thanks to BloombergBusiness. In May, it ran a story stating that “Private jets have more fatal accidents than commercial airlines.” The Na-tional Business Aviation Association (NBAA) responded imme-diately, pointing out that Bloomberg’s data were wrong – and by way of apology, Bloomberg stepped up and immediately printed the NBAA’s letter and data.

Our focus in this issue is on some of the less visible, but no less critical, safety considerations.

Amy Nelson tells you how to avoid mishap and prepare for inflight emergencies, and why you and your regular passengers should consider taking an emergency safety train-ing course. David Dalpiaz describes ways to control your maintenance expenses without compromising your safety. Caterina Taylor explains how to make your international travel more secure, while our panel of aviation Internet experts helps you protect your data in the sky.

On the ground, safety at home is something most of us enjoy and may even take for granted.

Not so for more than 10 million Americans – the overwhelming majority of them young and female – who will be the target of violence this year, most in their own home.

I’d like to call your attention to the advertisement on page 17 for Web of Benefit, Inc., the first recipient of our newly created Business Aviation Media Corporate Charitable Giving Program.

Founded by Johanna Crawford, Web of Benefit, Inc. helps women who’ve already left their abuser and need just a boost to create a safe, self-sufficient new life for themselves and their children.

In less than 11 years, Web of Benefit has awarded more than 1,900 Self-Sufficiency grants, to help women in Boston, Chicago, and now (via Skype) across the U.S., move for-ward by helping them meet critical initial needs such as housing stabilization, education, computers, child care, transportation, health care, and micro-financing to start small businesses.

And by requiring each recipient to “pay it forward” to three other survivors, Web of Benefit helps each woman develop her own ability to help others. Learn more about – and find out how you can join us in supporting – this small organization that’s getting pow-erful results at www.webofbenefit.org.

Stay safe, and thanks for reading!

safety in the air – and at home

PUBlISher’S MessAge ■

6 B U S I N E S S AV I AT I O N A D V I S O R Ju l y/A u g u s t 2 0 1 5 w w w. B i z AvA d v i s o r. c o m

by amy nElsonCabin Manager Specialist / [email protected]

how comfortable are you in your aircraft? No, not in terms of reclining seats and other amenities; rather, how confi-dent are you that you’ll know exactly what to do in case of

an emergency? ■■ Would you know what to do or where to go if the cabin

suddenly filled with smoke, in-flight or on the ground? What if your tablet or smartphone becomes overheated and a fire breaks out on the divan? Your first instinct might be to grab the fire extinguisher, but actually, you first should douse it with water to cool down the battery pack.

■■ Do you even know where the fire extinguisher is located, how and when to use it? Can you recall which direction you need to pull the emergency window handle to open the over wing exit?

■■ Are you or someone else onboard (other than the pilots) trained in CPR, and in the use of a defibrillator, if your aircraft is so equipped?

■■ Are you aware that if you close the door between the main cabin and the cockpit prior to takeoff due to noise, you may be blocking your potential exit from the aircraft? In addition, having that door closed during takeoff and landing could potentially block the crew from gaining access to the cabin if they’re needed to assist you. Have you practiced opening the main cabin door?

You’ve heard the safety briefings on commercial aircraft; how do they apply to your aircraft? Since business aircraft configura-tions and sizes are radically different than commercial aircraft, it’s vitally important to take time to understand these differ-ences. The more knowledgeable you are about the cabin of your aircraft, the safer you, your guests, and your crew will be.

After the safety briefing, passengers often say nonchalantly “I’ll follow you” or “I’m sure you’ll take care of it” to the crew member. In fact, whether your aircraft is a single or dual pilot op-eration, the crew’s primary responsibility is to fly and land the aircraft. This is particularly true in an emergency situation. In many instances, the cockpit crew does not survive an accident or they may be trapped in the cockpit. In such a case, you and your guests could be on your own trying to find your way to safety.

In a 2004 high-profile accident in Montrose, CO, the Captain, Flight Attendant, and the young son of the charterer of the air-craft all were killed. According to the NTSB investigation, the teen was found underneath the wreckage, having been thrown from the aircraft, as a result of not using his seat belt. His older brother pulled their father out of the aircraft to safety.

Obviously, no one likes to think about this kind of emergency. But, just as with other precautions you take in all areas of your life, there are several about which you need to know when you fly.

You and your guests should be familiar with these items when onboard your aircraft: is

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when you are the backup safety crew

Passenger Emergency safety training saves lives

■ PASSeNGer sAFetY

w w w. B i z AvA d v i s o r. c o m Ju l y/A u g u s t 2 0 1 5 B U S I N E S S AV I AT I O N A D V I S O R 7

■■ Emergency exit locations and how to open the doors and windows

■■ Fire extinguisher locations and how to operate them. Do you have smoke hoods? Do you know what they are and how to use them?

■■ Life jackets locations and how to put them on. They are not always under the seat like on a commercial aircraft. Where are they on your aircraft?

■■ Life rafts location and how to inflate them. Does your aircraft even carry a life raft?

■■ Oxygen masks drop down in case of a change in cabin pressure. Do you know how to use them, and what to do if yours doesn’t drop?

■■ Bags and any heavy loose objects must be secured for take-off and landing.

■■ Seat belts are used for take-off, landing, and turbulence. Many Fortune 100 companies now train their executives and em-ployees to be able to perform and operate safely in all environ-ments – whether in an office on the ground, with fire and earthquake drills or office lockdowns, or in the extension of their offices, on the aircraft. Many organizations require their fre-quent fliers to take a course annually to ensure their safety. Why not ensure that you, your staff, and your family are trained and educated to the highest level when it comes to your own safety?

Several organizations offer specific training opportunities to aircraft owners and/or executives at locations that meet your needs. These organizations understand that your time is valu-able, and offer half-day courses, which literally may save your life.

AirCare FACTS offers the “Executive Frequent Flyer Train-ing” (www.factstraining.com) at five locations in the U.S., plus Paris and Amsterdam. The AirCare FACTS training covers air-craft emergency equipment and procedures, and “integrates the human factor elements of flying and air travel safeguards,” in-tended to build your knowledge and confidence. Aircare FACTS has a mobile simulator, allowing you to experience movement and realistic scenarios at your location.

FlightSafety International “Executive Emergency Training” courses (www.flightsafety.com) provide hands-on experience spe-cifically oriented towards owners and passengers of business air-craft. Offered at locations worldwide, or onsite at your location, this training is particularly valuable for flight operations that do not use an emergency trained cabin crew member. Instruction in-cludes the use of emergency equipment such as aircraft exits, fire extinguishers, oxygen equipment, life vests, and life rafts. It uses the same training devices used by corporate cabin trainers, air-craft fire trainers, and egress trainers for corporate air crew emergency training classes.

Sajet Solutions offers the “SMART Traveler: Cabin Safety for

Business Aviation Passengers” course. (www.sajetsolutions.com). Held at the location of your choice and designed to meet your spe-cific needs, this course seeks to “enhance the safety mindset and culture of the traveling professional.”

Just like driving a car, owning, leasing, or chartering an air-craft requires you to follow the “rules of the road,” issued by the Federal Aviation Association. Obviously, there are neither “Air Police” who pull you over to see if you are wearing your seat belt, nor an “Air 911” to call for emergency services. However, if in the unthinkable event that an accident or incident does occur, will you be able to say definitively that you did all you could to ensure that you and your passengers were safe? baa

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eDUCAtIOn AnD preVentIOn prOVIDe prOteCtIOn FOr YOU AnD YOUr pAssengers In tHe eVent

OF A CrIsIs ABOArD YOUr AIrCrAFt.

Request: passenger wants to go to sleep right after take-off. Problem: Double bed blocking easy access to the emergency exit.

Request: passenger wants baggage readily available. Problem: Against the FAA regulations, plus any unsecured objects in the cabin could be projectiles during take-off or turbulence, or could hinder your exit in an emergency.

■ PASSeNGer sAFetY

AMY neLsOn , a Cabin Manager Specialist, was the Manager of Cabin Services at TAG Aviation USA and most recently Flight Attendant Supervisor at ConocoPhillips Alaska. She holds a master’s degree from Embry Riddle Aeronautical University.


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by Erik snEllDelta Private Jets and Delta Global Services

[email protected]

you’ve picked out the make and model of your new airplane, perhaps even the paint and interior, and closed the deal. Your very next decision is whether to create your own flight

department or to enroll the aircraft in a management program. Some factors to consider are:

■■ How frequently will you be flying?■■ Should your aircraft be earning revenue when you’re not

flying it? ■■ How involved do you want to be? Do you want to handle or

outsource hiring crew, payroll and accounting, FAA interface, and maintenance?Having your aircraft managed can be very appealing, in terms

of both time savings and cost. Aircraft management companies offer many different programs and services, from simply plan-ning trips and managing the crew, to a guarantee of monthly rev-enue-producing hours. Some of the more common types of programs are:

turn-key management: Also known as Full Management, this option provides the benefits of owning an aircraft without most of the associated tasks, coupled with the benefit of fleet-ne-gotiated discounts. Administrative, regulatory, and operational details such as crew hiring, management, and training; mainte-nance; and trip planning are handled for you. You may have the dedicated use of your aircraft, or you can elect to place it on the management company’s charter certificate in the Charter Man-agement variation of Turn-Key Management.

charter management: If you fly less than 200 hours per year, consider a charter management program, which offers the optimal mix of owner aircraft accessibility and charter revenue production to offset some of your expenses when you’re not flying. Some com-panies guarantee a certain number of charter hours per month.

charter ally: Some companies allow owners to enroll their own flight department in the management company’s charter operation. Your aircraft is leased with crew to the charter com-pany for each specific charter trip.

ownership assist and Fleet deployment programs: Spe-cific to Delta Private Jets, these programs are designed for those flying less than 100 hours per year. The aircraft essentially is ded-icated to charter flying, with created revenue covering nearly all aircraft operating expenses and helping to offset asset ownership costs. While both programs cover most fixed expenses (crew sal-

aries, insurance, etc.), Ownership Assist, which is limited to spe-cific aircraft makes and models, guarantees an income stream.

Once you decide on the type of management program you’d like, consider the company itself. Some key questions to ask are:

■■ Is the company independently-audited by a third party such as ARGUS or Wyvern? What are its safety ratings?

■■ How long has it been in business? ■■ Does the company outsource maintenance or have an

in-house facility? In-house maintenance may offer preferred rates and accessibility. However, if your aircraft is not based at that facility, you will incur costs to ferry it back and forth.

■■ Where will your aircraft be based? Some companies have central locations and will ferry your aircraft to you as needed. Others will base your aircraft wherever there’s enough runway and a reliable source of jet fuel.

■■ If you’re not providing your own pilots, what are the company’s standards for pilots’ experience and training? Are these standards acceptable to you?

■■ What discounts are available, such as on fuel, insurance, training, and maintenance? When choosing a management company, find a company with

versatile management options. Since your needs may change over time, you’ll want the flexibility to change programs without hav-ing to change companies. For example, if you decide to sell this aircraft and buy another, you’ll want a company that can accom-modate different makes and models of aircraft. Your manage-ment company should be able to work with you to accommodate your specific travel needs while meeting your desired expense and revenue objectives. baa

choosing a management companyWeigh your Options Carefully

erIk sneLL , President of Del ta Pr ivate Jets and Del ta Global Ser v ices , joined Del ta A ir L ines in 2005. He prev iously held director posi t ions in A irpor t Customer Ser v ice and managing director posi t ions in Del ta TechOps and Operat ions Analys is and Per formance.

■ AIrcrAft MAnAgeMent

EXECUTIVE JET CHARTER | SALES | ACQUISITIONS | AIRCRAFT MANAGEMENT | COMPLETIONS MANAGEMENT

AVJET.COM +1 (818) 841-6190

One call to Avjet sets in motion the talent and resources to achieve

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or charter company, Avjet delivers integrated aviation solutions

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ANSWERING THE CALL

AVJ555_Answering the Call_Final.indd 1 4/23/15 12:09 PM

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protecting your purchase decision

by adam mErEdithAOPA Aviation Finance / [email protected]

buying your first turbine aircraft is both exciting and chal-lenging. In addition to the myriad of details your broker or dealer will give you, three require your special attention.

get a pre-Buy InspectionIt’s human nature to try to save some cash on your purchase. One of the worst places to do so is by skipping the pre-buy inspection. Don’t get lulled into a false sense of security if you’re purchasing an airplane from an individual you’ve known for many years, or even from a company with an excellent reputation. That airplane could have a problem unknown to the seller that goes undetected during the sales process. Protect yourself with a thorough pre-buy inspection conducted by a certified Airframe & Powerplant (A & P) technician who is experienced with the make and model of the airplane you’re buying.

Not a quick “once over,” a pre-buy is a complete check of the air-craft. It likely will take two or more days; five is not uncommon. In addition to a hands-on mechanical inspection of all systems and parts, it will include an examination of all the maintenance documentation, any damage history, as well as whether this par-ticular airplane’s maintenance has conformed to the manufac-turer’s warranty program.

register Your Aircraft with the International registryThe International Registry (sometimes referred to as “Cape Town”) was established in 2006 as part of the Cape Town Con-ventions, in which a group of cooperating nations decided to share aircraft registry information in response to a rapidly grow-ing cross-border market. Virtually all turbine aircraft are subject to the International Registry (IR) and lenders will require it.

The IR does not replace U.S. registration, but supplements it by giving the aircraft owner a way to stake a worldwide financial claim on a particular airplane. Administered in Dublin, the IR ex-ists only on the Internet.

Creating a new user account with the IR can be daunting, and easily can take three to four days. Because of the time differ-ences, contacting the IR early in the morning is best. You can hire a professional – such as a title and escrow service – to register on your behalf.

Buy title InsuranceWhile title insurance is optional if you are buying an aircraft in the United States, it is highly recommended. It is vital if you are pur-chasing an aircraft that ever was registered outside of the U.S.

Unlike other forms of insurance that protect you from events after your purchase, title insurance protects you from events prior to purchase. Nearly all lenders require title insurance, and you should too.

While title insurance is issued after thorough examination of private and public records, even the most careful search is not an absolute guarantee that there are no title hazards. For example, there may be errors in legal records, an impersonation of the for-mer owner, a forged title or bill of sale, missing heirs, a title signed by a married person without the spouse’s knowledge or consent, or outright fraud.

And when purchasing an aircraft from another country, you are at risk of liens showing up after the purchase is complete, due to worldwide lien rule variances. Not only would this put a cloud on the title and have an impact on your ownership interests, but unsatisfied claims made in other countries can allow an entity to seize a subject aircraft if and when it visits that country.

Time and timing is critical. If you can outsource some of these responsibilities to experienced professionals who handle these transactions regularly, it would be penny wise to do so. baa

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ADAM MereDItH , President of AOPA Av iat ion F inance, connects owners and pilot s wi th aircraf t f inance lenders . With more than 15 years’ exper ience in the f inance industr y, he holds both an MBA and an MS in F inance.

First time Buyer? three things you should Know

■ AIrCrAFT FInAnCe

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w w w. B i z AvA d v i s o r. c o m12 B U S I N E S S AV I AT I O N A D V I S O R Ju l y/A u g u s t 2 0 1 5

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by david dalpiazJet Aviation Flight Services / [email protected]

so much of what drives the cost of operating your aircraft is outside of your control.

Personnel costs continue to rise, commensurate with health care premiums and a shortage of qualified pilots. The price of jet fuel has decreased moderately this year as the cost of oil plummeted, but that can change at any time.

And the first phase of the FAA’s NextGen program requires that your aircraft be equipped by 2020 with Automatic Dependent Surveillance-Broadcast (ADS-B), an investment in costly, com-plex avionics upgrades.

What you can control, at least to some extent, are maintenance costs. The three primary maintenance costs are:

1. Scheduled maintenance inspections. Some parts of the airplane, such as its structural components, are required to be inspected on a calendar basis. Others, such as engine components and landing gear, are on a cyclical (how many cycles on/off or up/down) or hourly use basis.

2. Repair of any problems found during scheduled inspections. 3. Unscheduled maintenance. During your travel, things both

small and large will break, whether the trim on a cup holder, or your landing gear that’s hit a pothole on the runway.

These costs can fluctuate wildly, depending on the age of your aircraft and the number of hours you fly annually. The responsi-bility of managing these costs lies with your flight department.

Your flight department will create a strategic plan driven by your expectations, mission, travel profile, and aircraft ownership exit strategy – that is, how long you expect to own the aircraft and whether or not you plan to replace it. The best plans are flexible and provide guidance for all maintenance activities.

Operational safety always must be paramount when developing your strategic maintenance plan. Your pilots cannot “push the en-velope” when flying the aircraft. Neither should your technicians, by putting off required inspections or foregoing recommended equipment updates and product improvements.

The costs associated with executing this plan become your an-nual maintenance budget. As you review this budget, all costs should be agreed upon jointly by you and your flight department.

The budget is a critical tool in evaluating and managing your costs. Implementing a detailed line item maintenance budget en-ables your flight department to make effective decisions based both on more than 50 years of business jet and turboprop aircraft maintenance and operating data available from industry trade as-sociations and consultants, as well as on their own past experience with your aircraft. Your flight department also should:

■■ Stay abreast of the Original Equipment Manufacture’s (OEM) inspection programs, and incorporate the latest updates.

■■ Monitor current OEM product improvements. Many are free of charge if performed within specified time periods.

■■ Use a computerized maintenance-tracking program to monitor those costs, such as CAMP (www.campsystems.com), AvTrak (www.avtrak.com), or Flightdocs (www.flightdocs.com).

■■ Be sure that any flight scheduling and operations software includes a maintenance-tracking function, or can interface with maintenance programs. Some that do are: AircraftLogs (www.aircraftlogs.com), BART (www.seagil.com), CTA FOS (www.cta-fos.com), and Professional Flight Management (www.pfmsys.com).

■■ Consider using an Hourly Cost Maintenance Program (see

“hourly cost maintenance programs,” baa september/october

2014, p. 17) to turn fluctuating maintenance operating costs into fixed, known expenses by eliminating the surprises. You pay a flat amount per flight hour to the program provider, who then pays for maintenance as required.

■■ Cultivate a safety culture that also encompasses your contracted service providers.

■■ Review all available options for new product improvements that come on the market, whether Wi-Fi, cabin comfort enhancements, or avionic upgrades, and be able to make the best choice for your aircraft. Taking these steps will help your flight department efficiently

manage and control your costs while continuing to ensure your safety. baa

DAVID DALpIAz , VP Operations, Jet Aviation Flight Services, holds an FAA Airframe & Powerplant Inspector Authorization and a private pilot license. He served in the U.S. Army with the 5th Battalion, 101st Special Forces aviation regiment.

Managing Maintenance CostsControl Expenses Without Compromising safety

■ AIrCrAFT MAIntenAnCe

CHARTER MAINTENANCE MANAGEMENT SALES & BROKERAGE

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BAA staFF rEport

with recent news stories about cyber hacking, breaches of data in Fortune 500 companies, and even the IRS, raising concerns about Internet safety inflight,

Business Aviation Advisor interviewed a panel of four represen-tatives from SmartSky Networks, Satcom Direct, Terracom Direct, and Pro Star Aviation, to find out what you need to know to keep your data private and safe. BAA: Is Internet/Wi-Fi/cell phone security portable? Is there a portable airborne security that travelers can take with them from aircraft to aircraft? Or are they dependent on the aircraft opera-tor, be it charter, fractional, or other, to provide security?panEl: A number of factors, including the choice of Internet ser-vice provider for, and the equipment in, your aircraft, can affect your ability to use the Internet anywhere, including in the air. BAA: When an owner is equipping the aircraft with Wi-Fi com-munications capabilities, does the size of the “pipe,” in this case, the capacity of the data stream between aircraft and company server, play a role in enabling security?panEl: Yes, the bigger the pipe the more options are available to provide proper security. BAA: Our readers may be familiar with several of the names associated with onboard Internet connectivity: ViaSat, Gogo, Satcom Direct, Inmarsat/Swift Broadband, Iridium, Thuraya. How do these companies provide security?panEl: All aviation networks contain various levels of security encryption and authentication (passwords, security questions, CAPTCHAs, etc.), as well as network monitoring and packet fil-tering, to flag or automatically delete malware, spyware, viruses, and other threats that might compromise security. To meet their individual needs, owners can select from among the multiple lev-els and types of security offered by different companies to be im-plemented on their aircraft. BAA: Do the same rules apply to air-to-air and ground-to-air communications? panEl: Yes, the same rules apply when talking about endpoint security (security at a particular land location/IP address).BAA: Many readers sometimes or always fly charter or use frac-tional fleet aircraft. How can they ensure that their online com-munications are secure?panEl: That’s an excellent question. Right now, to the best of our knowledge, because those passengers may not be connected to their own VPN, there is no way to be absolutely certain that their

online communications are completely safe while aboard the air-craft. However there are services that these providers offer to im-prove airborne security (such as SkyShield from Satcom Direct).BAA: Most readers’ IT departments take care of ensuring the se-curity of data, email, and voice transmissions by creating an en-crypted Virtual Private Network (VPN). Do these same measures (VPN, firewalls, Norton, MacAfee, Kapersky, etc.) work when the owner is eight miles high, and the signal has bounced from air-craft sender to recipient via multiple ground or space-based re-lays? If not, what does work? panEl: The security tools used to protect the devices on the ground need to be able to function the same way in the sky. For ex-ample, when a new “exploit” (unwanted Internet intrusion) is dis-covered, security vendors will automatically send a suggestion or requirement for an upgrade to all the client devices, including the aircraft, to maintain protection. One potential risk is an owner or passenger browsing a compromised website, thus becoming in-fected with malware.BAA: What can aircraft owners do to prevent this security risk?panEl: Security tools should be installed at the network level as well as at the client level. Since it may not be feasible to install those tools on the aircraft, this should be done on the ground. Your aircraft serves as an extension of your office and the corpo-rate network and should be secured as such.

The security of airborne networks is very similar to the secu-rity of ground-based networks. Because a connection is only as strong as its weakest link, if you’re secure coming out of your base station, and flying aboard your own aircraft, you should be secure in the air. baa

internet security in the cloudsAre your Data Flying With you safely?

■ cABIN OperAtIOns

wyvernltd.com

OPERATORWINGMAN


by catErina taylorJetex Flight support / [email protected]

as recently as 20 years ago, a flight crew landing in a remote part of the world may have had to navigate a complex and often inconsistent maze of requirements, possibly involv-

ing the payment of bribes, questionable equipment servicing, contaminated fuel, and a hostile local regime.

Although the overall level of service has improved in today’s global economy, in some locations, not much has changed.

How can you keep yourself, your crew, your passengers, and your aircraft safe and secure when flying into uncertain or risky areas? While there are no absolute guarantees, choosing the right International Service Provider (ISP) for your trip can help.

The ISP will assist you with: ground handling, aircraft fueling, concierge services, weather briefing, security, flight plans, and more. For example, it will:

■■ Help ensure or verify that crew and passengers have all the correct documentation, and advise on required vaccines.

■■ Explain the complicated rules for U.S. operators travelling to, or overflying, a country which has U.S. sanctions against it.

■■ Ensure compliance with local regulations, whether flying your own aircraft or charter flight.

■■ Expedite local airport entry (reserving a landing slot, customs clearance, etc.), as well as facilitate other factors affecting your trip.How should you choose the right ISP for your specific travel

requirements?■■ Consider your unique flight operation profile. Choosing the

“one stop shop” for all your services may be easier on your accountant, but could leave you with a high-stakes gap in capabilities. (No one wants to be the subject of the headline: “Business Jet Shot Down for Lack of Overflight Permit.”) Cost is an important – but by no means the only – consider-ation. Higher prices may not translate into higher levels of expertise, and the lowest price isn’t always the best value.

■■ Does the ISP specialize and have strong resources in the region to which you’re traveling? If not, you may need to retain more than one ISP, if you often operate globally. However, it is not recommended to use more than one ISP to coordinate a particular flight as this can leave you vulnerable to key missed details.

■■ Ask your ISP when it last serviced a flight into your intended destination. If it was 2005, consider using a different ISP for this trip. Yes, the long-standing relationship between your Chief Pilot and his/her ISP representative is important. But

even more critical is that the ISP makes your safety its top priority, and has first-hand knowledge of your destination.

■■ While different ISPs may offer conflicting advice as to whether a location is safe, the less experience one has at a given location, the more conservative its advice is likely to be. An ISP which supports several flights per week or per month into a specific location should be a reliable source.

■■ There is a significant difference between an ISP with facilities and/or personnel in a location, and one which has a con-tracted agent who may or may not be vetted and background-checked. Hiring the ISP that makes an investment to ensure its representatives are trustworthy could mean the difference between a successful trip and a stint in the local jail!

■■ While uneven service and bribes formerly were the norm, many ISPs are working hard to improve conditions for business aviation operators worldwide. Carrying excessive amounts of cash should not be necessary, as your ISP likely can extend credit at any location, even providing cash to the Agent on your behalf. The ISP’s job is to mitigate the risk of you or your crew becoming a target of dishonest officials or employees. While an ISP may promise the world on a platter with a shiny

bow, it’s up to you and your aviation team to thoroughly investi-gate the available options and choose which provider(s) best fit your travel needs. That shiny bow is nice, but doesn’t come wrapped around a stack of cash to pay your bail. baa

Flying Far afieldthe right ISP Helps Ensure Your Global travel Safety

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CAterInA tAYLOr is the Manager of North American Business Development for Jetex Flight Support, based at CRQ, Carlsbad, CA. She has 20 years of experience in FBO, Fuel, and Aviation Trip Support Services.

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She’s already taken flight

Now you can help her soar

She’s already taken flight

Now you can help her soar


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by david [email protected]

having access to your own aircraft provides the ability to fly almost anywhere at any time. But for a variety of reasons, some communities attempt to impose limits on the types

of aircraft allowed, and the hours of operation at their airports.Within the first half of 2015, the National Business Aviation

Association (NBAA) and other aviation advocacy groups were ac-tively engaged in fighting proposed restrictions at airports from California to the East Coast. Two stand out:

■■ santa monica, calif. airport (smo), where the city council has been trying for decades to curtail flight operations, with the objective of eventually shutting down the facility and redeveloping the land;

■■ new york’s East hampton airport (hto), where town officials are on the verge of implementing a series of noise and access restrictions to sharply limit the hours of operations for all aircraft.With some 5,000 airports available to business aviation across

the U.S., one might ask why NBAA, the Aircraft Owners and Pi-lots Association (AOPA) and the Helicopter Association Interna-tional (HAI) are spending thousands of dollars in legal fees to battle local governments in Santa Monica and East Hampton. Couldn’t business aviation operators just fly to another airport where there are no restrictions?

In an amicus curiae brief filed with the U.S. Court of Appeals for the Ninth Circuit in City of Santa Monica vs. FAA (No. 14-55583), AOPA and NBAA noted hundreds of airports – including SMO – were transferred to the localities under the provisions of the Surplus Property Act (SPA) of 1944. SPA required cities re-ceiving airports from the federal government to continue operat-ing those properties as airports or they would revert back to the federal government.

“The outcome of this case could undermine the national air transportation system by allowing localities to unilaterally re-nounce their surplus property obligations and piece-by-piece dis-assemble that system, harming the interests of not just AOPA and NBAA members but of the citizens of the United States gener-ally,” the two associations told the court.

If SMO were to close, there would be “a detrimental effect on air traffic in the Southern California region,” with safety, effi-ciency, capacity, and environmental implications at other air-ports, NBAA and AOPA said.

Residents who live near the 570-acre East Hampton Airport, situated on the eastern end of Long Island, have been

complaining for years as air traffic – and particularly helicopter operations – have increased. In response, the Town of East Hampton, which owns the airport, adopted an ordinance this spring designed to reduce traffic at HTO. It includes an 11 p.m. to 7 a.m. curfew for all aircraft; a curfew from 8 p.m. to 9 a.m. for so-called “noisy” aircraft; and limits individual “noisy” aircraft to one takeoff and landing per week during the summer.

NBAA and HAI joined a lawsuit filed by Friends of East Hamp-ton Airport challenging the legality of those restrictions. The plaintiffs noted HTO has accepted federal airport grants over the years and is bound by grant assurances and regulations to comply with federal aviation policy.

HTO “is part of a national system of airports,” said Steve Brown, NBAA’s chief operating officer. Local restrictions “are preempted under the Supremacy Clause of the U.S. Constitution because they violate and conflict with federal law and policy,” and the Commerce Clause because they would “unduly burden inter-state commerce.”

Aviation industry groups have worked with communities and airport users across the country for decades to develop noise abatement programs and other measures to reduce the impact of aircraft operations on local residents. But industry leaders are adamant that aviation must continue to be a federally regulated activity. When local governments attempt to supersede federal authority with restrictive regulations, or consider shutting down vital components of the national aviation system, they’ll continue to encounter strenuous opposition. baa

Fighting to keep airport access

DAVID COLLOgAn has covered aviation in Washington, DC for more than four decades. This award-wining journalist is known as one of the most knowledgeable, balanced, wary, and trusted journalists in the aviation community.

Communities Attempting to limit Where and When Business Aircraft Can Operate Are in for a Battle

■ WASHINGtoN repOrt

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business aviation advisor july/august 2015

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