Business Aviation Insider

nbaa.org/saf COMMUNICATIONS, NAVIGATION & SURVEILLANCE As new technologies have been developed, operators have made the investments needed to incorporate new equipment into their aircraft. Learn about technologies such as ADS-B, RVSM, TCAS, CVRs, FDRs and PBN. nbaa.org/cns ADVANCED AIR MOBILITY Read the latest about how electric vertical takeoff and landing (eVTOL) aircraft will move people and cargo between places not currently or easily served by existing aviation modes. nbaa.org/aam UNMANNED AIRCRAFT SYSTEMS Unmanned aircraft systems have many applications in business aviation. Read the latest on UAS technology, safety and integration into the National Airspace System. nbaa.org/uas EMERGING TECHNOLOGIES COMMITTEE This group provides insights that enable NBAA to advocate on behalf of industry on rulemaking, standards-setting and policy-related activities related to a variety of new aviation technologies. nbaa.org/emerging-tech the projected annual growth rate for aircraft and avionics technician jobs through 2032 Source: U.S. Bureau of Labor Statistics 4% AIRCRAFT OPERATING AND LEASING GUIDE This document includes agreement guidelines for aircraft support services, dry leases, joint ownership and time-sharing. nbaa.org/options CBP GENERAL AVIA- TION FACT SHEETS U.S. Customs and Border Protection has produced a series of General Aviation Airport Fact Sheets with office hours, hours of service for entrance and clearance, contact information, permission to land procedures and more. nbaa.org/cpb-fact-sheets PHOTO © MORGAN ANDERSON PHOTOGRAPHY 6 JULY/AUGUST 2024 facebook.com/NBAAfans instagram.com/nbaaonline instagram.com/nbaayopro nbaa.org/linkedin nbaa.org/yopro-linkedin tiktok.com/@NBAATikTok threads.net/@nbaaonline twitter.com/NBAA youtube.com/NBAAvideo CONNECT WITH NBAA By the Numbers: Advanced Air Mobility (AAM) Use Case Preferences Survey respondents in the U.S. – who said they would definitely switch from their current mode of transportation to a small AAM aircraft – said they would use AAM for the following purposes: Our expert customer service reps and ground support teams are dedicated to immersing customers into our Centers of Excellence aerocenters.com CPR GEG ILM LAL PDK SFF TLH FBO Service Excellence Thoughtfully Designed VISIT AEROCENTERS FBO | CHARTER | AVIONICS | MAINTENANCE AIRCRAFT MANAGEMENT | TESTING FLIGHT BAG BUSINESS AVIATION INSIDER 7 26% Business 22% Leisure travel 18% Airport trips 14%Commuting 14%Errands SOURCE: 2021 MCKINSEY & COMPANY AAM CONSUMER SURVEY Pilot/AI Expert in Congress Sees AI’s ‘Enormous Potential’ in Aviation Q: As the chair of the Bipartisan Task Force on Artificial Intelligence as well as a GA pilot, certified flight instructor and a computer engineer with a gradu- ate degree in artificial intelligence, you have valuable insight into AI's potential benefits and dangers in the aviation sector. What valuable applications might AI have in the business aviation sector, both short term and long term? There is enormous potential for AI to become an essential tool in aviation. The use of AI will lead to increases in efficiency for aircraft design, development, manufacturing, and maintenance, as well as aircraft operations. AI technologies will facilitate autonomy in avia- tion through drones and remote piloted vehi- cles. Machine learning algorithms will also be used to improve air traffic awareness, landing guidance and GPS-independent navigation. The use of AI for monitoring air traffic and helping the FAA streamline administrative and regula- tory tasks is already a reality. Q: Can you see AI playing a role in the advanced air mobility (AAM) sector, related to air traffic control and coor- dinating flight operations? With the near-term addition of AAM aircraft into our national airspace, AI will become a crucial tool for air traffic controllers and AAM operators alike as they seek to operate in an increasingly shared and congested airspace. Q: What are some of your major concerns about AI, and how can the federal government best address them in ways that ensure applications are rolled out with safety as a top priority? AI will also unfortunately empower cybercrimi- nals and become a potent weapon in geopolitical conflicts. Fortunately, the best defense against the malicious use of AI is the defensive use of AI. AI will be a powerful tool in combating hostile cybersecurity activity, which is why it is so important for the U.S. to continue to lead the world in this technology. Q: What is the most important, yet largely unknown, aspect of AI that you want Americans to know about? AI has the potential to be the most powerful tool ever created for the dissemination of human knowledge. AI can already teach you nearly anything you want to learn about in whatever learning style is most effective for you. The ease with which knowledge can be transferred and shared using AI will have a profound effect on our society. Q: Is AI advancing faster than Congress' ability to provide effective oversight of this new technology? REP. JAY OBERNOLTE (R-23-CA) is a GA pilot, certified flight instructor and the only current member of Congress with a graduate-level degree in AI. He chairs the House Task Force on Artificial Intelligence. He also serves on the House Committee on Energy and Commerce, where he is a member of the Subcommittee on Communications and Technology, the Subcommittee on Health, as well as the Subcommittee on Innovation, Data, and Commerce. In addition, Rep. Obernolte serves on the House Committee on Science, Space, and Technology as chair of the Subcommittee on Investigations and Oversight. Rep. Obernolte has over 5,000 hours of flight time, including nearly 3,000 hours flying jets, single-pilot. On X @JayObernolte CAPITAL VIEW 8 JULY/AUGUST 2024 “...most federal agencies are already regulating the use of AI within their sectoral spaces.” No. It is important to recognize that although AI is a powerful tool, it is still merely a tool. Our laws are designed to protect people from harmful outcomes, and those laws apply regardless of the tool that was used to achieve them. For example, cybertheft is already illegal- it doesn’t matter if a cybercriminal uses AI to accomplish it. Also, Americans should realize that most federal agencies are already regu- lating the use of AI within their sectoral spaces. For example, the FDA has approved over 700 applications for the use of AI in medical devices – and 200 of those are already on shelves being sold. Healthcare, like aviation, is one of the highest risk-use cases for AI, yet by most accounts, the FDA is doing a commendable job of regulating the use of AI in these devices. It is far easier to teach the FDA or the FAA what it does not know about artificial intelligence than it would be to teach a brand-new, AI-centered bureaucracy every- thing it would need to know about health- care or aviation, respectively. We need to make sure the federal agencies have the tools and workforce to do their job. Q: What aspects of the recent FAA Reauthorization Act of 2024 did you especially support? I fought for several initiatives that were included in the FAA Reauthorization Act. One amendment I championed will better coordinate pilot check rides and more effi- ciently get pilots into the flight deck. Another amendment will allow the sale of more environmentally friendly unleaded aviation fuel when the FAA approves it. I’m also proud that the Act includes an AAM-specific section for the first time ever, which will set the stage for success in this dynamic new segment of aviation. Rep. Jay Obernolte, right, toured Supernal's California facility, including its full-scale prototype eVTOL. (Courtesy: Supernal) CAPITAL VIEW BUSINESS AVIATION INSIDER 9 Local, Regional Groups Rely on Tech for Better Communication Leaders of local and regional business aviation groups are increasingly leveraging modern technological tools to maintain and strengthen connections with members. Researching options and staying on top of trends means asking key questions about ease of use, cost and longevity of the tools, and making sure valuable assets from these nonprofits are being used effectively. Jill Case, founder of a newly formed regional group and chair of the South Texas Business Aviation Association (STXBAA), notes that nonprofits need to be run like businesses. “Finding business-minded peo- ple to lead in their areas of expertise is vital to the success of an organization,” she said. For example, STXBAA created a technology lead role, to ensure the association’s remote connectivity and digital presence is pol- ished and professional amid a constantly changing tech landscape. Creating and maintaining the organiza- tion’s website is a vital piece of this puzzle as a virtual place for members to visit and remain in the know. Software allows cre- ation and delivery of emails to subscribers, which streamlines the leadership workload. Groups recommend finding a website provider that checks all the boxes with one subscription. That comes with added cost, however. "Having membership applica- tions, events, scholarship information and articles available and easy to navigate make all the difference,” says Maddie DuBray with the Pacific Northwest Business Aviation Association (PNBAA) and the Northern California Business Aviation Association (NorCalBAA). Social media offers a valuable and cost-ef- fective tool to deliver detailed information directly to members. “With just a few clicks, we share time-sensitive posts – like the NBAA’s Calls to Action, scholarship reminders and updates on events – right to members’ favorite platforms and devices,” says DuBray. Graphics provide essential visual aids, and groups are empowering their creative volunteers to craft the right image or video to maximize posts. “With modern design tools, we are able to create exciting imagery for our emails, websites and social posts to help illustrate the ‘why’ of our group and its happenings,” notes DuBray. Leaning into artificial intelligence (AI) can also help craft initial drafts – although this emerging technology requires caution. Group leaders say they’ve used various AI tools to create a press release framework, noting that the initial product is robotic and imperfect, and needs improvements to match their organization’s true voice. Overall, NBAA Western Regional Director Phil Derner has seen groups he works with excelling, thanks to these tools. “With their websites and social media, NBAA’s regional directors know what groups are focusing on almost immedi- ately,” Derner says. Review information on regional groups and issues at nbaa.org/regional. REGIONAL REPRESENTATION 10 JULY/AUGUST 2024 HOW STXBAA CREATED A POWERHOUSE DIGITAL PLATFORM When the South Texas Business Aviation Association (STXBAA) was first created, Chair Jill Case knew the importance of having the right people in the right positions to achieve her goals. Business-minded, experienced professionals would bring the skills needed to see her vision take shape and ensure the success she envisioned. Early on, she identified the technology lead as a key leadership role. She located a person with skills from the expansive digital workspace to create a simple solution to a complex situation – someone who understood the vast landscape, how to use it and how to clearly explain it to others so they, too, could grasp the “why” behind her dream. Defining goals requires being clear with communications and expectations, Case says. Utilizing each moment to its utmost is key, along with identifying the right tools to achieve milestones. Working smarter, not harder ensures precious time from volunteers isn't wasted. Everyone feels valued when their position fits their skillset and they understand the big picture. From the initial filing in 2022, the group has amassed 450 members, 90+ volunteers, 13 board members and 10 committees. With tremendous support and leadership, STXBAA is hosting multiple events and collaborations with other regional groups, with $20,000 in scholarships to be awarded this year. stxbaa.wildapricot.org “With just a few clicks, we share time-sensitive posts.” MADDIE DUBRAY PNBAA and NorCalBAA D E D I C A T E D T O H E L P I N G B U S I N E S S A C H I E V E I T S H I G H E S T G O A L S. THANK YOU TO OUR PARTICIPATING FBO PARTNERSHIP NETWORK LOCATIONS NBAA would like to sincerely thank our participating FBO locations for joining the new NBAA FBO Partnership Network. Connect- ing your brand with the right network is a key component of a successful marketing plan in the business aviation industry, and the FBO Partnership Network is a no-cost resource for FBOs that are NBAA members. By becoming a part of the network, your FBO will be provided with a unique opportunity to maximize brand visibility, generate valuable new sales leads, and reach thousands of industry professionals. Give your brand the recognition it deserves by becoming a partner today! eagle-aviation.com desertjet.com claylacy.com businessjetcenter.com paragonaviationgroup.com Contact NBAA’s Ashley Granada at agranada@nbaa.org for more details on joining the FBO Partnership Network. galaxyfbo.com baseoperationsfmy.com Thank you to our FBO Program Elite Partners bessemerairportauthority.com fargojet.com/fargo-far aerocenters.com appjetcenter.com REGULATORY HOT TOPICS Operators Should Act Now on Expanded SMS Mandate A new FAA rule expanding safety management systems (SMS) to Part 135 on-demand oper- ators, certain Part 21 certificate holders and 91.147 air tour operations may pose challenges to business aircraft operators as they work to adapt the rule's requirements to their specific operations. The 160-page final rule, effective May 28, applies the FAA's existing Federal Aviation Regulations Part 5 SMS requirements, cur- rently mandated for Part 121 commercial airlines, to nearly 1,850 Part 135 operators and more than 700 air-tour providers. Affected operators will have until May 28, 2027, to sub- mit a declaration of compliance to the FAA say- ing they have met the new rule’s requirements. While the new rule includes most of the criteria advocated by NBAA and other indus- try stakeholders “over many, many years,” said Doug Carr, NBAA senior vice president, safety, security, sustainability and international affairs. However, Carr also noted that work remains to be done to ensure the rule's smooth implementation for all types of operations. “We're now at a stage where we have an opportunity to really dive into SMS as a formal component of what Part 135 on-demand operations and air tours have in terms of a baseline requirement,” Carr said in an April 25 NBAA News Hour webinar detailing the rule's requirements. Those with an existing SMS may only need to adapt the FAA language from the final rule, added Gil Lopez, CAM, vice president of operations at Leviate Air Group. Operators just starting on SMS implementation may face more difficulties. “If you don't have an SMS, there is no out- of-the-box solution,” Lopez said. “Get educated [and] become more comfortable with the idea of the process.” Operators need to act now, added Aviation Safety Solutions CEO Amanda Ferraro, CAM, who works with airlines and business aviation operators to develop SMS. “This is not a case of filling out the declaration of compliance statement and then putting your processes into place.” The rule marks a thoughtful approach overall that will ultimately make business aviation safer, said Ben van Niekerk, standards captain at Part 135 operator GrandView Aviation and CEO of Total Quality and Safety Management Solutions. “A mature, well integrated SMS makes a huge difference,” he added. “I really encourage operators to [adopt] Part 5 – it's a proactive tool, it boosts morale and it's a really effective management tool.” “Resources are available,” said Mark Larsen, CAM, NBAA director, safety and flight opera- tions and the webinar's co-moderator alongside Carr. “It's a journey we're all in together to improve safety for all of business aviation.” “SMS isn't the bear to be afraid of,” Carr added. “In fact, in many cases, it can be a simple tool that will help your organization understand where risks exist and then ways to potentially mitigate those risks.” Review NBAA’s resources on SMS at nbaa.org/sms. 12 JULY/AUGUST 2024 INDUSTRY CHALLENGE The FAA recently issued its long-awaited safety management systems (SMS) rule for certain business aviation opera- tions, including Part 135 on-demand and 91.147 air tour operations. NBAA RESPONSE NBAA is providing industry guidance to meet the new SMS requirements and asking for clarity from the FAA on certain require- ments under the new rule. “This is not a case of filling out the declaration of compliance statement and then putting your processes into place.” AMANDA FERRARO, CAM CEO, Aviation Safety Solutions D E D I C A T E D T O H E L P I N G B U S I N E S S A C H I E V E I T S H I G H E S T G O A L S. THANK YOU TO OUR PARTICIPATING FBO PARTNERSHIP NETWORK LOCATIONS NBAA would like to sincerely thank our participating FBO locations for joining the new NBAA FBO Partnership Network. Connect- ing your brand with the right network is a key component of a successful marketing plan in the business aviation industry, and the FBO Partnership Network is a no-cost resource for FBOs that are NBAA members. By becoming a part of the network, your FBO will be provided with a unique opportunity to maximize brand visibility, generate valuable new sales leads, and reach thousands of industry professionals. Give your brand the recognition it deserves by becoming a partner today! portcityair.com reliance-aviation.com projetaviation.com fargojet.com/premier-fcm paragonaviationgroup.com pentastaraviation.com Contact NBAA’s Ashley Granada at agranada@nbaa.org for more details on joining the FBO Partnership Network. Thank you to our FBO Program Elite Partners nationaljets.com odysseyaviation.com republicjetcenter.com\ wilsonair.com revvaviation.com Young Professionals: Empowering Gen Z to Succeed LETWAN SUTTON NOAH YARBOROUGH ARTHUR CLARKE 14 JULY/AUGUST 2024 PRO TIPS Members of Generation Z – those born between the late 1990s and the early 2010s – are now rising up through the ranks of the business aviation industry. As “Gen Z” prepares to assume greater leadership roles, effective communication with Baby Boomer and Gen X leaders is critical. With that in mind, three young aviation professionals offered their perspectives. Gen Z is the first generation to grow up with 24-hour mobile technology in their pockets. This became even more import- ant during the pandemic when many Gen Zs were forced to work from home. “I guess you could say we’re spoiled in a sense. We had an opportunity to live near family and friends – that was affordable and comfortable – and still work for a large corporation,” said Noah Yarborough, NBAA manager of flight operations, who was born in 1998. “Gen Z prioritizes work-life balance because they know they can perform the best when their personal life is taken care of, and when they feel appreciated,” he said. “I also think Gen Z embraces change better than a lot of other people.” Letwan Sutton, also born in 1998, believes his generation performs best when they’re truly engaged in their work. “Preparation for a new role begins with getting them exposed to the industry,” said Sutton, manager of aviation tax at MySky. “When I began working at MySky, my boss Ryan made it his priority to take me to conferences to meet his industry allies and get me comfortable in the industry.” Anyone interested in devel- oping an aviation career, “will be asking questions, they'll be inquisitive and really make an effort to meet people,” he said. “It’s hard to commit to an organization more than they commit to you.” Recent college graduate Arthur Clarke, born in 2003, served as vice president of Embry-Riddle Aeronautical University’s Aviation Safety Advisory Council. “My generation is very focused on why we do certain things. We want to feel we’re involved,” said Clarke. “When a compa- ny’s mission aligns with our values, we’ll make that mission our own. We also think everyone has a unique background and perspective. That’s why we grew up believing technology, diversity, equity and inclusion are really important.” Gen Z also tends to push for good mentors, Clarke added. “We want to become the leaders of tomorrow, so the earlier we can start our training to become leaders, the more successful we will be.” Learn more about the Young Professionals in Business Aviation (YoPros) at nbaa.org/yopro. “We want to feel we’re involved. When a company’s mission aligns with our values, we’ll make that mission our own.” ARTHUR CLARKE Embry-Riddle Aeronautical University Class of 2024 MENTORING NET WORK Mentoring the next generation of business aviation professionals has never been more rewarding, and easy. Through NBAA, we will connect you with potential mentees seeking guidance from experienced professionals, and let your journey of inspiration begin. You have the option to match up based on location, industry objectives and other factors to provide an engaging and fulfilling experience for both of you. 2024-25 NBAA Mentoring Network registration window will close on September 14. mentoring.nbaa.org D E D I C A T E D T O H E L P I N G B U S I N E S S A C H I E V E I T S H I G H E S T G O A L S. SPONSORED CONTENT 16 JULY/AUGUST 2024 BUSINESS AVIATION INSIDER 17 WILL THE AI REVOLUTIONINCLUDE BUSINESS AVIATION? 18 JULY/AUGUST 2024 For example, with traffic avoidance, while a person can immediately identify if there is an airplane in the picture, your typical AI can’t. Well, not without plenty of training. Mora explained that Daedalean uses machine learning technology and vast amounts of samples of right and wrong to teach its system how to accurately identify the “aircraft in the picture.” The process is called “training the model.” When the resulting model is capable of consistently answering the question with accuracy equivalent to a human in the model, it can be implemented as a software application. What AI isn’t, Mora said, is an intellect making decisions. “It does not possess opinions and does not have any free will. It’s just a piece of software capable of exactly one function for which it was created. For example, analyzing some specific flow of data – pixel images from cameras – and then giving the answer it was trained for: There’s an airplane out there.” PUTTING THE AI IN UAS As you might guess, while AI’s introduction into piloted aircraft will be more of an “if- AI -complements-the-application” basis, the technology’s range of enhanced situational awareness capabilities will be required for unmanned aerial systems, or drones. “Initial AI routines will generally be focused Many proponents of the rapidly developing software technology known as artificial intelligence have already christened AI as a kind of magic bullet that promises to improve just about every segment of our lives. The precise roles this emerging technology might ultimately play in business aviation remain largely unclear, but experts point to enhanced drone operations, optimized routes, supercharged scheduling and maintenance as some of the initial areas where AI might be useful. First, however, it may be helpful to quickly discuss what AI is and what it is not. At its most basic level, AI is a term that broadly covers rapid advancements in computer processing performance. It enables systems to crunch larger amounts of data faster and compare statistical information in real-time. Data processors can do it all so fast that they can virtually mirror human abilities such as pattern recognition, basic reasoning and problem-solving. “In developing our autonomous piloting systems, Daedalean deploys a subfield of AI called machine learning,” explained the Switzerland-based company’s Director of Communications John Mora. “We use it for interpreting visual information, which creates capabilities for our system such as visual traffic detection and visual landing guidance.” The use of artificial intelligence technology to control passenger aircraft is a long way off, but experts believe AI has near-term potential to offer significant economic benefits and efficiencies in business aviation. BUSINESS AVIATION INSIDER 19 capability) is relatively limited in a drone if one wants the drone to have sufficient battery power/ aloft time and have the ability to carry the right kind of payloads (e.g., sensors, or first aid materials) for the mission,” Mathis added. “This means the AI has to be capable of operating on the edge, and this is definitely a more challenging problem to solve than simply writing a generative AI routine in many other contexts.” AUTONOMY ISN’T AI Another popular misconception related to autonomous aircraft is that they will all rely on AI. That’s not always the case. In fact, California-based Wisk Aero isn’t currently making AI an element in its family of autonomous passenger eVTOLs, which are currently under development. “What we are doing is autonomy, and autonomy is not AI,” explained Jon Lovegren, chief of autonomy and airspace integration at Wisk Aero. “There’s a lot of understandable confusion about it. For us, autonomy is about the aircraft’s capability to aviate and navigate safely. We’re doing the same things that a pilot does today, but without having the pilot on board.” “Autonomy is the capability you can build through rigorous design, redundant architecture, and leveraging existing technologies in aviation (autopilots, TCAS, weather radar, GPS, etc.) and taking them to the next level of self-operation,” Lovegren said. “AI is a technology that’s used as a tool to enable certain applications, and we don’t rely on this tool to achieve our level of autonomy. The challenge with AI is proving it will do the right thing every time in a safety-critical scenario – which is required for FAA certification.” Lovegren said Wisk Aero is “increasing the automation to the point where the operator – who is still part of our system – doesn’t actually have to be in the aircraft. To enable that, we have a much on increasing automation, including elements like 1-Click or otherwise simple/automated launch routines, deployment, mission planning, prepackaged response routines, behind-the-scenes AI enablement of improved data ingestion and analysis, and so on,” explained Don Mathis, CEO at Virginia-based Echelon AI. “AI enables greater situational awareness, and this, in turn, will work with other capabilities like radar to better enable beyond-visual-line-of-sight (BVLOS) operations.” While the ability of sophisticated drones to operate autonomously BVLOS is the industry’s “Holy Grail,” Mathis says achieving it means solving multiple challenges. “Beyond the regulatory/certification challenges, there is also the form factor and aerodynamic challenges of drones themselves,” he explained. “In the tech world, stakeholders expect exponential growth; in aerospace, we are more limited by physics. So, for example, there are tradeoffs in payload capacity.” “This, in turn, means that processor size (and WILL THE AI REVOLUTIONINCLUDE BUSINESS AVIATION? 20 JULY/AUGUST 2024 completing all the paperwork necessary to return an aircraft to service. It’s going to take hundreds of boxes and filing cabinets full of an aircraft’s back-to-birth records and funnel them down to presenting its operational history in a quick and meaningful way.” AI could even help combine maintenance schedules and logbooks to quickly identify any discrepancies or what’s coming up on the next task list,” Guerrieri said. “Shifting from manually searching for information to quickly understanding the requirements of the aircraft’s next maintenance phase in a fraction of a second is going to be a real game-changer.” A MATTER OF TRUST With all this being said, will AI ever live up to the hype and be welcomed as a valued member of business aviation flight operations? Experts say we won’t know that for a long time. “We expect to see a slow and careful adoption,” predicted Daedalean CEO Luuk van Dijk, Ph.D. “Pilots may not trust that the new technologies will be safer. They may expect these technologies to add to their informational overload instead of simplifying flying. And, of course, they may fear being replaced by AI.” Review information about NBAA’s Emerging Technologies Committee at nbaa.org/emerging-tech. higher level of automation to handle those safety- critical operations. We also have contingencies so if something were to go wrong, the aircraft will be self-monitoring and automatically take the correct actions to ensure passenger safety.” POTENTIAL GAME-CHANGERS While the promise of AI’s abilities to lessen pilot workloads is still a work in progress, implementing advanced technologies to help optimize day-to-day flight, ground, manufacturing and maintenance operations seems to be much more readily achievable. “There are massive economic benefits. We will see highly optimized routes and schedules resulting in greater fuel consumption efficiencies,” explained Yemaya Bordain, Ph.D., Daedalean’s president of the Americas. “Operators will be able to optimize fleet management, making maintenance scheduling more efficient. And many menial operations will be completed automatically, which will reduce workforce costs.” “Broadly speaking, from an operational and maintenance perspective, it’s going to automate mundane tasks and give us the ability to make sense of enormous data sets and run them through natural language processing to generate logbook entry timelines and work-performed summaries in ways that didn’t exist before,” said Roberto Guerrieri, CEO and co-founder of Arizona-based Bluetail. “For example, things like Initial [drone] AI routines will generally be focused on increasing automation including elements like 1-Click or otherwise simple/automated launch routines, deployment, mission planning, prepackaged response routines, behind-the-scenes AI enablement of improved data ingestion and analysis, and so on.” DON MATHIS, CEO at Echelon AI ‘‘ BUSINESS AVIATION INSIDER 21 How AAM is Poised to AVIATION MAINTENANCE 22 JULY/AUGUST 2024 THE EMERGING ADVANCED AIR MOBILITY SECTOR IS ABOUT TO DRIVE SIGNIFICANT CHANGES IN AVIATION MAINTENANCE, AFFECTING TRAINING, JOB FUNCTIONS AND AN ALREADY CHALLENGED WORKFORCE ENVIRONMENT. BUSINESS AVIATION INSIDER 23 If If the rising advanced air mobility (AAM) sector grows at the pace some believe it will during the next few decades, there could be a need for thousands of aviation maintenance technicians (AMTs) to service fleets of entirely new types of aircraft. To be sure, the work will differ signifi- cantly from traditional AMTs, because of the electric motors, high voltage (HV) systems and other associ- ated technologies these new platforms require. For operators, educators and especially career main- tenance workers, this scenario provokes a series of crucial questions: How might the role of AMTs change with the emergence of AAM? Will the new sector drive changes in basic AMT training? Will demand for AMTs rise as AAM operations increasingly scale up? Or will fewer moving parts aboard AAM aircraft mean less required maintenance, resulting in less need for technicians? Increased Demand First, it’s worth mentioning that electric vertical takeoff and landing (eVTOL) aircraft intended for AAM opera- tions are generally designed to be simpler than tradi- tional aircraft, with fewer moving parts. While fewer technicians might be needed per aircraft, the scale of operations expected by AAM aircraft manufacturers in the mid- and long-term future could very well increase demand for technicians. Experts see AAM as both a driver of demand for AMTs and an opportunity to recruit more technicians from a wider pool. “Fewer moving parts should translate to reduced maintenance hours per aircraft compared to traditional aviation,” said Dominique Decard, vice president of fleet operations, support and services, at Germany- based eVTOL manufacturer Lilium. The company projects 600-700 hours of maintenance “in the field” per aircraft in heavy utilization settings (approximately 1,800 flight hours per year). However, Decard explains this will be offset by two factors: one, increased component repairs or unser- viceable parts like batteries and propulsion systems will need to be disassembled for repair or recycling, requiring specialized knowledge and highly skilled workers; and two, fleet growth – with the volume of aircraft ultimately increasing the overall demand for maintainers. Experts also see potential for AAM to allow the avi- ation industry to cast a wider net in recruiting – which could be attractive to a younger, more technically savvy generation. Jennifer Pickerel, vice president of business aviation recruiting firm Aviation Personnel International, believes AAM might open the workforce market up to more people with different skills and aptitudes. “This sector of the industry could actually pull more people into aviation because the innovation is excit- ing,” said Pickerel. “AAM could modernize the concept of aviation maintenance.” Changing Roles While AAM has great potential to increase demand for aviation technicians, the technician role itself is also poised for change. “The emergence of electric aircraft will change the role of AMTs, since they’ll be dealing with high-voltage “THIS SECTOR OF THE INDUSTRY COULD ACTUALLY PULL MORE PEOPLE INTO AVIATION BECAUSE THE INNOVATION IS EXCITING. AAM COULD MODERNIZE THE CONCEPT OF AVIATION MAINTENANCE.” JENNIFER PICKEREL Vice President, Aviation Personnel International 24 JULY/AUGUST 2024 environments, different battery systems and so on,” said Brad Hayden, founder and CEO of Robotic Skies and chair of the NBAA Emerging Technologies Committee. “Even though we anticipate these aircraft will be easier to main- tain, some complexities will need to be ironed out as we start flying.” Lilium’s Decard also foresees the technician role evolving. “While eVTOL aircraft will introduce cutting-edge tech- nologies like HV systems, advanced avionics and compos- ite materials, the core role of the AMT will remain consis- tent. Rather, the primary shift will lie in adapting to these new technologies,” said Decard. “Rather than complex field troubleshooting, we anticipate AMTs focusing on the replacement of modular components.” As eVTOL aircraft become more autonomous, main- tenance technicians might be tasked with functions that traditionally a pilot would perform – with appropriate train- ing, of course. For example, some maintenance technicians might be responsible for ground handling tasks. “We expect to see increased importance of the techni- cian’s role in pilotless environments,” said Hayden. “We expect to see a combination of pilot and technician roles in the new AAM world, and it could be that the AMT is required to perform non-A&P tasks – walk-arounds, preflights, even passenger briefings. I can see the role of an AMT increasing exponentially.” In fact, in the drone space, the industry is already seeing maintainers who also operate the aircraft. Hayden also predicts a merger between A&P functions and those of avionics technicians. “AAM aircraft maintainers will need to have at least a basic understanding of avionics requirements,” said Hayden. “There will be a blurring of the lines between A&P functions and avionics functions.” Evolving Training Requirements The FAA’s new Part 147 rule, Aviation Maintenance Technician Schools, was effective in September 2022. The rewrite represents the first major change to the regula- tions for training aviation technicians since 1940, when it was written in Civil Air Regulations (CAR) Part 53, and creates a more practical framework for training AAM technicians. “New regulations give schools a lot of freedom, but what’s driving curriculum is the certification standards, which will need to be revised every few years to align better with the needs of the industry,” said Crystal Maguire, executive director of the Aviation Technician Education Council (ATEC). “We know standards will need How AAM is Poised to AVIATION MAINTENANCE “RATHER THAN COMPLEX FIELD TROUBLESHOOTING, WE ANTICIPATE AMTS FOCUSING ON THE REPLACEMENT OF MODULAR COMPONENTS.” DOMINIQUE DECARD Vice President of Fleet Operations, Support and Services, Lilium BUSINESS AVIATION INSIDER 25 to be updated for future technology, but we also need to consider current needs, which aren’t necessarily in the standard itself.” Meanwhile, the European Union Aviation Safety Agency (EASA) recently introduced an E-license in its Part 66 licensing framework, which focuses on HV sys- tems and advanced electronics. Industry is working collaboratively to develop train- ing standards for maintainers. The American Society for Testing Materials hosts the F46 Aviation Personnel Committee, which includes a subcommittee on auton- omous aircraft personnel (F46-06). The subcommittee launched UAS technician qualifications in 2023, identi- fying necessary knowledge, skills and abilities (KSAs). Now the subcommittee is working on AAM aircraft KSAs. “But just because knowledge or a skill is not man- dated by regulations doesn’t mean it won’t be taught,” said Maguire. “Schools will teach what’s needed by industry.” AI and Predictive Maintenance Technology is a continuum of evolution in aviation. From autopilot to NextGen to today’s flight displays and AI, training evolves as the technology does. The future of maintainer training – and even their daily work – will likely include virtual reality, predictive maintenance and more innovations. “We don’t know yet what impact AI and machine learning will have on aviation, especially with the emergence of AAM,” Hayden said. “An applicable use case is predictive maintenance, for example, which could be greatly beneficial – not only to AAM – but to the industry as a whole.” “Predictive maintenance data will play a crucial role, and hopefully will enable us to address potential issues proactively in a controlled hangar environment, instead of at remote sites,” said Decard. The need for these skills will drive necessary changes in the training curriculum. “Technicians must become proficient in using data for predictive maintenance and troubleshooting,” Decard said. “These tools will be essential to the effi- cient operation of eVTOL fleets.” Learn more about NBAA’s Emerging Technologies Committee at nbaa.org/emerging-tech. “WE EXPECT TO SEE A COMBINATION OF PILOT AND TECHNICIAN ROLES IN THE NEW AAM WORLD, AND IT COULD BE THAT THE AMT IS REQUIRED TO PERFORM NON-A&P TASKS – WALK-AROUNDS, PREFLIGHTS, EVEN PASSENGER BRIEFINGS. I CAN SEE THE ROLE OF AN AMT INCREASING EXPONENTIALLY.” BRAD HAYDEN Founder/CEO, Robotic Skies and Chair of NBAA Emerging Technologies Committee “WE KNOW STANDARDS WILL NEED TO BE UPDATED FOR FUTURE- TECHNOLOGY, BUT WE ALSO NEED TO CONSIDER CURRENT NEEDS, WHICH AREN’T NECESSARILY IN THE STANDARD ITSELF.” CRYSTAL MAGUIRE Executive Director, Aviation Technician Education Council PHOTOS © JOHN HARRINGTON PHOTOGRAPHY 26 JULY/AUGUST 2024 Elevating Inflight Connectivity Once upon a time, many overworked travelers could look forward to business aviation trips because they were forced to “disconnect” from the rest of the world. That’s not as much the case today. Now, for many business operators, inflight connectivity is almost a necessity. Fast and reliable data connections allow passengers to be infinitely more productive while traveling, which enables them to be more competi- tive, while contributing to a better work/life balance at home. To meet that need, systems have to be designed in terms of connect- ing passengers to the real-time online experience, crewmembers to necessary flight planning and en-route information, and the aircraft’s IoT (Internet of Things) data to the maintainers and manufacturers. While the connec- tivity needs of pilots and passengers mirror their everyday, out- of-aircraft usage, the ability to share inflight operational information with remote-based maintainers is becoming a huge asset in preventing maintenance issues that might oth- erwise hinder flight plans. “The aircraft avionics' ability to share ARINC 429 air data information [the standard for aircraft avionics] has been a fantastic evolution,” said Fern Campos, director of maintenance for Disney. “Pilots can now enjoy a variety of iPad applications that utilize this information. We can also collaborate with flight crews about inflight discrepancies while they’re happening.” Campos recalled a recent issue his team had with an electronic engine control computer system on an aircraft flying over the Pacific. “The flight crew took pictures of the display and emailed them to us,” Campos said. “We identified the problem, ordered the part from the engine manufacturer, and had the part on hand before the air- craft arrived. The ability to connect to the aircraft averted a prolonged AOG event.” It all comes down to getting the right data to the right person at the right time for the right purpose. When you take it out of the aircraft environment, this concept is not unique. Reliable connectivity is something we enjoy every minute of every day. And in that expectation we’ve come to love can lie a potential problem. For many business aviation operators, reliable inflight connectivity systems are becoming more important than ever. Experts say operators should consider several factors before taking their aircraft connectivity to the next level. BUSINESS AVIATION INSIDER 27 Elevating Inflight Connectivity 28 JULY/AUGUST 2024 A DIFFERENT KIND OF ‘JET LAG’ It’s becoming increasingly difficult to imagine a time when you didn’t have the literal world in your hand – or at least in your hand-held device. Depending on the aircraft and its connectivity, it’s possible that the only place you may not have “instant” information is on board your company’s airplane. Of course, it’s not the fault of your airplane or your connectivity pro- vider – blame it on physics. Take a minute to think about the marvel of actually sending gigabytes of data – from an airplane up to a satellite in space and then back down to the airplane – while it’s zipping along anywhere over our planet at 600 mph. And yet, if a crucial inflight video call glitches or a critical email is a bit slower to send, some pas- sengers may find themselves in a virtual panic. First, it’s important to understand that the system requirements for sending an email over Boston are totally different than those for video conferences over Beijing. That’s why, when selecting the right con- nectivity solution for your aircraft, you must start by addressing what it will take to deliver the best overall passenger experience. “Our passengers are all busi- ness on our airplanes, especially on international flights,” said one director of maintenance (DOM) for a major operator. “They need to hold a lot of video conferences wherever they are in the world, so we need the fastest connection our satellite provider can deliver.” But when we fly domestically – over the continental U.S. – we use another provider's air-to-ground (ATG) services,” he continued. “The experience is equally good, and it’s much less expensive than the satel- lite connection.” However, the various service areas covered by satellite and ATG networks aren’t the only decisions you have to make. Not all satellite systems are the same. Some are based on geostationary (GEO) sat- ellites that are far away from Earth. Other providers use low-earth orbit (LEO) constellations, which are obvi- ously much closer. From a user-experience perspec- tive, the most significant difference is the longer latency (signal lag) times of the GEO satellites. We’re talking about mere milliseconds, but the GEO signal lag can be long enough to pixelate any video conference. THERE’S AN APP FOR THAT Another way to help deliver the excellent user experience your pas- sengers expect is to educate them about how the aircraft’s system works, what limitations they may encounter and whether there are any particular applications they can use to mitigate these issues. "We have passengers complain all the time that some app or another ‘works great in the office, but doesn’t work on the airplane,’” said the DOM for the major oper- ator. “You can help passengers by recommending apps that are more ‘aircraft’ friendly. They may not be as sophisticated as their terrestrial versions, but most will deliver the kinds of services that remote users will need.” AVOIDING THE DREADED ‘DISCONNECT’ While having a glitchy app may be an inconvenience, that’s nothing compared to having the aircraft’s entire connectivity system go offline. “Running all of your aircraft’s connectivity through a central router can cause problems. That creates a single point of failure,” Campos explained. “We have our ATG and satellite systems installed inde- pendently from each other to create redundancy. "For example, if we have an issue with our ATG, we can switch over to the satellite service,” he continued. “It also helps simplify troubleshoot- ing and warranty issues. Since the two systems don’t overlap, if there’s an issue with one, we don’t have to look any further than that network.” While that kind of redundancy wasn’t doable a few years ago, today’s smaller, lighter line replace- able units (LRUs) and antennas make it possible and affordable, even for smaller cabin aircraft. Redundancy isn’t the only benefit of having a “split network” on your company airplane. It also enhances the network’s cybersecurity. As Jon Wheeler, senior director “We identified the prob- lem, ordered the part from the engine manufacturer, and had the part on hand before the aircraft arrived. The ability to connect to the aircraft averted a pro- longed AOG event.” FERN CAMPOS Director of Maintenance at Disney BUSINESS AVIATION INSIDER 29 of entry into service for Satcom Direct, explained, “One network can be highly secure and encrypted and dedicated for ‘business’ use. The other functions as the ‘guest’ connection and is used for passen- gers who bring their own devices,” Wheeler said. “They can log into the aircraft’s system without any fear of compromising the company’s network connection.” “Keeping it simple helps elimi- nate problems,” Campos added. “Overall, the support from our pro- viders has been great.” Speaking of support, when shop- ping for a connectivity provider, don’t overlook the value of having a strong customer support network in place. “Saving time and doing more are what business aircraft are all about,” Wheeler said. “You can’t undervalue the benefits of having a connectivity provider that will deliver the person- alized ‘white glove’ level of service that you’d expect when dealing with an asset worth tens of millions of dollars. If you have an issue, you want to talk to a real person, not an AI bot. That doesn’t work for the people traveling on business jets.” So, whether you’re choosing the type of connectivity system, or its bandwidth or deciding on an installer or provider, it’s important to research all the options first – because the world of connectivity is always changing. Review NBAA’s connectivity resources at nbaa.org/connectivity. KEEPING TABS ON CYBERSECURITY Experts agree: Effective aircraft cybersecurity is a team effort. “Flight operations should have standard operating procedures for using the aircraft’s connection and make sure each passenger understands the reason before they log their devices onto the network,” said Jon Wheeler, senior director of entry into service for Satcom Direct. “The most obvious thing is to make sure they’re using the latest version of an anti-virus software.” Cybersecurity is especially critical when operating internationally, said a director of maintenance (DOM) for a major operator. “Our provider has a premium secu- rity bundle that adds a greater level of security at their end,” the DOM said. “It also gives us notifications of which ground stations are handling our links. There are times when we tell our passengers not to use the network.” Of course, while you need to protect data going off the airplane, it’s just as important when you’re loading information onto the airplane. “One of the most valuable things an operator can do is to maintain the cyber- security ‘health’ of all their supporting ground systems,” he added. “For example, your laptops, iPads, USBs – all digital equipment used to maintain the aircraft’s digital network need to be kept clean from digital contamination. “It’s one thing you have direct control of, so don’t use those units for anything but working on that aircraft,” he continued. “If you need to download information for the aircraft, ensure it’s from a 100% trusted and secure source. Even the USB drives you use to transfer information should be handled in a controlled fashion.” All laptops, desktops and tablets must have the latest versions of whatever type of anti-malware application you use. Only use known and trustworthy soft- ware and apps. Here are some steps you can take today to help make your personal device and your aircraft’s network more resistant to cyberattacks: • Protect your mobile devices. Never leave your phone, tablet or company USB drives unattended. • Secure your passwords. Use more than one password and keep them to yourself. • Update your passwords often and remember that length matters. Experts say the more complex your password, the better. Keep them in a secure location or use a password manager app. • When emailing sensitive information, make sure the files are encrypted. • Always look at an email asking you to reply to verify some personal or ac- count information. When in doubt – don’t. • If you must use a WiFi hotspot, be sure to use secure sites or, better yet, use a virtual private network (VPN). • Use a multi-factor authentication protocol to provide extra layers of security. You can set it up using authentication apps, SMS verification or biometrics. • Only make online transactions through secure sites. These sites typically have a closed padlock icon in the browser's status bar. • When online shopping, use one credit card that’s easy to cancel if necessary. • Keep your apps and operating systems updated with the latest versions to ensure that you have the best security patches and updates. She’s Got Drive Half the week, Heather Cannon flies a Piper M500 to car auctions across the country, stocking her Ponca City, OK, dealership with the best-equipped vehicles. By Lowen Baumgarten Photos by Morgan Anderson Photography 30 JULY/AUGUST 2024 MEMBER PROFILE Honda dealership President Heather Cannon leverages the power of busi- ness aviation to maximize long-distance travel time when sourcing inventory. I t was no longer working. Every Wednesday, Heather Cannon would catch an airline flight to Dallas, where she spent two days buying cars at auction and shipping them back to her dealership in Ponca City, OK. But more and more the flight was delayed or cancelled, and she would miss the Wednesday auction. “I started driving to Oklahoma City [with more airline connections], and if that flight was cancelled, now I’ve wasted the hour-and-a-half drive each way, and I still didn’t get to the auction,” recalled Cannon, the president of Heather Cannon Honda. “I was sitting there, waiting for another delayed flight, and I thought, ‘I should just get my pilot’s license!’’’ She was 26 years old, had worked in car dealerships since she was 15, and had no aviation background, no pilots in her family. It just seemed the best way to get from northern Oklahoma to major city auctions. The average car dealership sells one used car for every new car. Most hire full-time buyers to find used vehicles, but Cannon doesn't believe in that. “I want to be the one out there buying cars,” she said. Her keen eye and nose for a good deal have brought her success. “All the dealerships around me were buying cars in Tulsa, Oklahoma City and Wichita. The way I look at it, to be successful, you cannot play in the same sandbox as your competition.” JOINING THE FLIGHT COMMUNITY In 2003, Cannon joined the Ponca City Aviation Booster Club. She also met her certified flight instructor (CFI), World War II pilot Ed Mang. She would be his last student before retiring. “He was real crusty, and tough with me, but that was just what I needed,” she said. “It took me to a whole other level.” That year, she earned her license and bought a Cessna 182. She also met more flying mentors and started working on her instrument rating. “The pilots in town really welcomed me, they treated me like a daughter,” she said. “I’ve met so many great people through aviation.” One of those pilot friends and mentors, Ed Jones, flew with her in the Skylane while she built hours, but Cannon still felt like a cautious aviator. In 2005, she trav- eled to Dallas-Fort Worth and completed her instrument rating in the Class Bravo airspace. “That’s where I finally gained some confidence,” she said. Cannon quickly progressed in her rat- ings, earning complex aircraft, seaplane, and multi-engine endorsements, and by 2006, her commercial license. That was also the last year Ponca City Regional saw any airline service. Cannon was done driving to Oklahoma City. She was flying herself in the Skylane nearly every week from her hometown to car auctions in Dallas. “I’ll land in a city, walk cars for five or six hours, fly to the next auction, and do it again. Many times, I’ll hit three different states in one week.” HEATHER CANNON President, Heather Cannon Honda BUSINESS AVIATION INSIDER 31 MEMBER PROFILE HOMETOWN HERO “Most weeks, I’m out buying cars,” said Cannon. “We’re always looking for inventory, and it takes more effort than just selling the cars you get as a trade-in. We’ve got to go find them, and in the air- plane, I can go to an auction in a remote town that would be a four-hour drive from a commercial airport.” Before an auction, every car up for sale is listed online, but Cannon does not rely on the condition reports. When she is on the ground, she will personally inspect over 100 cars a day. “The ability to walk those cars, smell them – that’s import- ant,” she said. “I can see something that wasn’t in the report. That’s what differen- tiates me from buying online.” The days she is away, Cannon can trust the dealership will operate just the same. “I have a fantastic team, we all have a lot of longevity here,” she said. In high school, Cannon worked as an accounts receivable clerk for one of the half-dozen car dealerships in town. She was raised by a single mother and worked six hours a day after school. After earning her pilot’s license, she thought she’d pursue a career as an air traffic controller, and went to a two-year aviation program in Miami. She finished in 16 months and was hired by the FAA, but then a management opportunity opened up at another car dealership in Ponca City. She started at the bottom, and now her name is on the building. “It was a lot of 80-hour weeks for many years, but it’s finally paid off,” Cannon said. “I’m glad I ended up in the car business.” ‘I’M GOING TO FLY IT MYSELF’ In the 2000s, when Cannon was working her way up, the internet was transform- ing the car business. Cars were harder to get by just flying in the 182 to auctions in Dallas. She started flying to Dallas on Tuesday, to Alabama on Wednesday, Tennessee on Thursday, and then maybe a car auction in New York before return- ing home to Ponca City. “I’ll land in a city, walk cars for five or six hours, fly to the next auction, and do it again,” she said. “Many times, I’ll hit three different states in one week.” By 2021, she was flying with another mentor in the right seat of the 182, Marvin Janda, a pilot retired from a local oil company. They both knew Cannon needed more range. As she looked to move up, Janda listed every model to consider. She ended up buying a Piper M500. Janda went to Legacy Flight Training “That was a big deal coming straight from a 182 to an M500. It’s virtually impossible to do, but it can happen if you’ve got a great mentor.” HEATHER CANNON, President, Heather Cannon Honda Cannon credits her successful transition from a 182 to an M500 to a great mentor. MEMBER PROFILE 32 JULY/AUGUST 2024 in Scottsdale, AZ, to do his initial on the M500. He was now flying in the left seat, but he got his CFI certificate back, so every hour Cannon flew with him in the new airplane went in her logbook. “To sit up front, the insurance required me to go to Legacy too, so I did,” she said. “Then, in less than a year, Marvin took another opportunity. I said, either I’m going to fly it myself, or I’ve got to sell it.” After 130 hours, the insurance com- pany signed off on Cannon as a pilot-in- command of the M500. “That was a big deal coming straight from a 182 to an M500,” she said. “It’s virtually impossible to do, but it can happen if you’ve got a great mentor.” LOOKING AT THE WHOLE U.S. With the speed and range of the M500, Cannon estimates owning her own air- craft saves 60 hours in monthly travel. Combined with the freedom of fly- ing herself, she can take advantage of regional differences in car prices to bring the most in-demand vehicles back to her dealership at a discount. “Once I acquired the M500, I spread- sheeted the entire country for what car auctions are out there. You can look at the whole U.S.,” she explained. “You can see that a Chevy Suburban is selling for less in California, or maybe Detroit, and you have the option in this airplane, it doesn’t matter where you go, it’s five hours any- where.” Cannon can offer the most sought-after vehicles at such competitive prices that car buyers often come to Heather Cannon Honda from as far as Arkansas or Missou- ri. “I’ll sell as many cars as an Oklahoma City dealer,” she said. “Last week, we had a guy fly in from Virginia.” Learn more about Cannon's business at cannonhonda.com. During business trips, Cannon relies on her trusted colleagues to run the dealership. “I have a fantastic team.” BUSINESS AVIATION INSIDER 33 Aircraft: One Piper M500 Base: Based at Oklahoma's Ponca City Regional Airport (PNC) Personnel: Heather Cannon is the president and owner/ operator. SNAPSHOT: HEATHER CANNON HONDA FITS ‘LIKE A GLOVE’ Heather Cannon likes to do recurrent training every six months at minimum. “When I get in the airplane, I want it to fit me like a glove,” said the president of Heather Cannon Honda. “I know that every time I train with someone, I always learn something." When she started flying the M500 in 2021, she immediately joined the Piper M-Class Owners & Pilots Association (PMOPA), where she met the mainte- nance technician who does her annual inspections and several instructors widely known for their flight training. Although she lives in flat Ponca City, OK, she completed mountain train- ing with one of those Piper M-Class instructors. She has also done spin- and-stall training. “I’ll just be honest: I hate it,” she said. “I get sick. I don’t like it at all, but I knew I needed it – because of the confidence it gives you. “I like to train with different people in different scenarios,” Cannon said. “Every time, I learn a little nugget.” She cites many mentors – and she is a mentor herself, conducting over 100 Young Eagle flights. That’s what aviation is to Cannon. “I’ve had a lot of great mentors along the way,” she said, “and it took every one of them to get where I am today.” Find out more about the Piper M-Class Owners & Pilots Association (PMOPA) at pmopa.com. Flight Crews: Update on MEL Clarifications for Trips to Europe OPERATIONS 34 JULY/AUGUST 2024 The FAA published Advisory Circular 91-67A, Minimum Equipment Requirements for General Aviation Operations Under 14 CFR Part 91, §91.213, in October 2023, clarifying acceptable methods for the operation of aircraft with certain inoperative instru- ments and equipment that are not essential for safe operations. An aircraft’s airworthiness certification is conditioned on the aircraft conforming to its type certificate and being in condition for safe operation, which means installed items must be operative. A minimum equipment list (MEL) allows operation of an aircraft with specified items inoperative. Part 91 operators have long struggled with inconsistent MEL philosophies between the FAA and the European Union Aviation Safety Agency (EASA). Lack of international standardization of MEL authorization and use processes can lead to safety findings for U.S. operators in Safety Assessment of Foreign Aircraft (SAFA) inspections by EASA and some other civil aviation authorities (CAAs). Some U.S. Part 91 operators utilize the master minimum equipment list (MMEL) to fly legally with named inoperative equipment. This is authorized by the FAA through a D095 Letter of Authorization (LOA). However, EASA requires an MEL to be specific to the systems and config- uration of the individual aircraft and to address types of operations conducted and other variables. EASA instead requires issuance of an LOA D195 with a MEL spe- cific to the aircraft and to contain mainte- nance and operations (M&O) procedures. While the FAA believes revisions in AC 91-67A make an MMEL sufficient for EASA and other CAAs, EASA said at the recent NBAA International Operators Conference that processes described in AC 91-67A for a D095 MMEL are not custom- ized enough to meet their standards. Experts recommend Part 91 operators flying internationally apply for and receive FAA authorization to utilize an aicraft- specific MEL with issuance of D195. “The best way to operate to Europe and some other countries is to use D195. I highly recommend D195,” said Michael Mulawka, CAM, chief pilot at Rich Products Corp. Mulawka suggested using an experienced vendor if you need assis- tance and added that FAA turnaround times have improved greatly. Experts also suggest writing a Nonessential Equipment and Furnishings (NEF) program while producing the MEL. An NEF is supplemental to the MEL and refers to items which have no effect on the safe operation of the aircraft. The NEF does not have to be submitted to or approved by the FAA. Once you're authorized to use a D195, keep it updated and keep all current docu- ments – the LOA and MEL including M&O procedures – on the aircraft and ready in case of a SAFA check. “Most of the work for issuance of a D195 is up front, but the operator still needs to monitor and manage the MEL program,” said Kevin Honan, senior operations advi- sor for AviationManuals. “Sign up for the FAA’s DRS (Dynamic Regulatory System) updates related to your aircraft type. Then you know when your aircraft’s MMEL is updated and can keep your MEL current. Make sure M&O procedures are current by staying in touch with the OEM. “As long as you’re complying with M&O procedures in the MEL and the procedures you have in place to defer an item, you shouldn’t have issues in Europe or other countries using the SAFA inspection check- list,” Honan said. Review NBAA’s MEL resources at nbaa.org/mel. “Most of the work for issuance of a D195 is up front, but the operator still needs to monitor and manage the MEL program.” KEVIN HONAN Senior Operations Advisor, AviationManuals LAS VEGAS PRESENTING SPONSOR BECOME A SPONSOR, BUY TICKETS & MORE | FUNDANANGEL.ORG W E D N E S D AY , O C T O B E R 2 3 5 : 3 0 - 7 : 3 0 P M L A S V E G A S , N V Join the business aviation community in supporting Corporate Angel Network (CAN) for their annual fundraiser, Fund an Angel. Held on the second evening of NBAA-BACE, the event will include networking, refreshments, and a silent auction all while raising vital funds for their mission of transporting cancer patients to care on business aircraft. Participants may choose to bid, sponsor, donate an item to the silent auction or purchase tickets for the reception. Fu n d A n A nge l .o rg Flight Crews: Prep for Extremely Busy South Florida Airspace PHOTO © WILLIAMSON IMAGES OPERATIONS 36 JULY/AUGUST 2024 Summertime in South Florida means more to business aviation operators than sunny skies and warm sea breezes, and this season may be the most challenging ever for traveling to the Sunshine State. “We can expect 2024 to potentially be the busiest year ever for Jacksonville Center (ZJX),” said Heidi Williams, NBAA senior director for air traffic services and infrastructure. “Business aviation activity has remained steady post-COVID, but now we're seeing airline activity return as well.” That creates a “funnel effect ” on even the best days, she continued, when flying through the northern and cen- tral portions of the state. Convective weather, military flight activity and a four-fold increase in commercial space activity along the Space Coast may con- strain available airspace even further. Dean Snell, manager of NBAA Air Traffic Services at the FAA Air Traffic Control System Command Center (ATCSCC), encourages operators to uti- lize available tools to determine the best route to their destination. “You can think of Florida in terms of knowing which ‘highways’ will take you in or out of the state,” Snell said. “Find the right highway and you can drastically reduce the heaviest of delays by avoiding the bulk of traffic.” For example, business aviation opera- tors along the Eastern Seaboard may file for WATRS routes that move traffic to and from South Florida away from land and deep over the Atlantic. These routes may be the difference between a rela- tively uneventful trip to your destination versus re-routes, holds and diversions. Similar routes over the Gulf of Mexico may take flights arriving from the west a bit out of the way but still save time overall, though Snell noted options are limited due to lack of radar coverage the farther south you go. Walter Williams, national operations manager at FAA ATCSCC, also recom- mends that business aviation flight crews utilize the resources available at www.fly. faa.gov when planning trips to Florida. “From this website, you can see the complete picture of all the airspace flow programs (AFPs) and ground delays or stops in effect,” he said, “along with the TMIs (traffic management initiatives) we're using to get planes through Central and South Florida.” Pilots may also utilize the Traffic Flow Management Convective Forecast, or TCF. Published by the National Weather Service's Aviation Weather Center, the TCF displays the areas and tops for probable thunderstorm activity at four-, six- and eight-hour intervals. “Knowing where the convection is, and where it's likely to be, is so important,” Snell explained. “It provides a heads-up on which routes will probably be cut off, potentially saving you a lot of time in avoiding re-routes.” Future initiatives will include airspace modifications in several terminal envi- ronments in Florida. “Our industry is also working actively to develop a Florida playbook with a database for coded departure routes (CDRs) that are ready to use to keep traffic moving,” NBAA’s Williams added. “We’re always striving at the ATCSCC for an even safer and more efficient national airspace system,” concluded Williams at the FAA. “We hold our roles as public servants to the flying commu- nity close to our hearts.” Review NBAA’s airspace resources at nbaa.org/airspace. “We can expect 2024 to potentially be the busiest year ever for Jacksonville Center (ZJX).” HEIDI WILLIAMS NBAA Senior Director for Air Traffic Services and Infrastructure D E D I C A T E D T O H E L P I N G B U S I N E S S A C H I E V E I T S H I G H E S T G O A L S. NBAA THANKS ITS LEADERSHIP COUNCIL MEMBERS • Abbott • AbbVie • Adobe, Inc. • Airbus Corporate Jets • AirComp Calculator, LLC • Altria Client Services, LLC • Apogee Physicians, Inc. • Aramco Associated Company • American Express • Atlantic Aviation • AT&T • ATP • Avfuel Corporation • Aviation International News • Aviation Partners, Inc. • Aviation Personnel Internationalf • Avinode • Bank of America • Boeing • Boeing Business Jets • Bombardier • Cessna + Beechcraft by Textron Aviation • Chick-fil-A • Chubb Flight Operations • Cirrus Aircraft • The Coca-Cola Company • Collins Aerospace • CommScope • ConocoPhillips Global Aviation • Cooling & Herbers, P.C. • Corteva Agriscience • Crew Aviation LLC • Cummins Inc. • Dallas Jet International • Dassault Aviation • Deer Valley Ski Resorts • Dell Technologies • Disney Aviation Group • The Dow Chemical Company • Duncan Aviation, Inc. • DuPont de Nemours, Inc. • Eaton Corporation Flight Operations • Embraer • Emerson Flight Operations • Enterprise Holdings, Inc. • FedEx Corporate Aviation • Fiserv, Inc. • FlightSafety International • flyExclusive • ForeFlight • Garmin International • General Communication, Inc. • General Dynamics • Gogo Business Aviation • Go Rentals • Guardian Jet, LLC • Gulfstream Aerospace Corp. • HADID • Harley-Davidson Motor Company • Hewlett Packard Enterprise Company • Home Depot Aviation Dept. • Honda Aircraft Company • Honeywell International • Hunt Consolidated, Inc. • IBM Flight Operations • Immaculate Flight LLC • JP Morgan Chase & Co. • Jason Talley • Jet Aviation • JetAviva • JETEX • Jet Support Services, Inc. (JSSI) • JETNET LLC • Law Offices of Paul A. Lange, LLC • Leonardo • LFG Aviation • Liberty Mutual Insurance Co. • Mayo Clinic • McDonald’s Corporation • MedAire, Inc. • Mente LLC • Mente Group LLC • Mesinger Jet Sales • Million Air • Nationwide Aviation Business Center • Netflix • NetJets Inc. • Pfizer Inc. • Phillips 66 Aviation • Piedmont Triad Airport Authority • PlaneSense, Inc. • PNC Aviation Finance • Pratt & Whitney Canada • The Procter & Gamble Company • Quality Resources, LLC • Raytheon Technologies • Richardson Aviation • Rolls-Royce • S C Johnson ‘A Family Company’ • Sanderson Farms, Inc. • Satcom Direct • Sedgwick Claims • Management Services, Inc. • Schweitzer Engineering Labs • Shanghai Hawker Pacific Business Aviation Service Centre • Shell Aircraft Limited • Sheltair • Signature Flight Support • StandardAero • Stevens Aerospace and Defense Systems, LLC • Stonebriar Commercial Finance, LLC • Target Corporation • Tudor Investment Corp. • UAS International Trip Support • Universal Weather and Aviation, Inc. • Unmanned Safety Institute (USI) • Valero Energy • Verizon Aviation • Veryon • Viasat • Volato • VSE Aviation • Walmart, Inc. • West Star Aviation Inc. • Wheels Up Partners, LLC • Wilson Construction Company • World Fuel Services You can also learn more by contacting NBAA’s Lyndse F. Costabile at 904-860-1886 or lyndse@idc.nbaa.org. NBAA is celebrating its 75th anniversary as the leading advocate for business aviation with a series of initiatives designed not only to recognize the milestones marking the industry’s pioneering spirit, but to inspire the next generation of leaders to be a part of the business aviation community. Visit nbaa.org/leadershipcouncil to learn more about how you can become a Leadership Council member, and join this esteemed community of business aviation advocates: National Business Aviation Association 1200 G Street NW, Suite 1100 Washington, DC 20005 (202) 783-9000 nbaa.org SAFETY & AIRCRAFT OPERATIONS LEGISLATIVE & REGULATORY ADVOCACY NETWORKING & COMMERCE EDUCATION & CAREER DEVELOPMENT BUSINESS MANAGEMENT RESOURCES As of July 2024 Air Mail Connects You With Business Aviation Professionals TAKE ADVANTAGE OF YOUR SOUTHWEST AIRLINES DISCOUNT NBAA is proud to partner with Southwest Airlines ® to offer its members an exclusive 4% dis- count on Anytime and Business Select ® fares, where eligible, now through Dec. 31, 2024. When flying Southwest Airlines, your first and second checked bags fly free, you gain access to Priority and Express Lanes through the airport check-in process, no change or cancellation fees and more! Book your everyday discounted fares on SWABIZ ® using company ID 99264561. When you use SWABIZ ® to book your travel, you’ll qualify for eligible discounted rates and receive a 50% more Rapid Rewards bonus. Traveling to NBAA-BACE? Use Company ID 99157726. Learn more at nbaa.org/membership/benefits. ASCEND IN YOUR CAREER Since 1998, NBAA's Professional Development Program (PDP) has helped business aviation profession- als ascend in their careers by pre- paring them for management roles within their companies. Specifically, NBAA offers PDP courses in business management, human resources, leadership, operations and technical and facilities services. These courses are conducted in conjunction with NBAA events, and many are available on-demand. Find a PDP that’s right for you at nbaa.org/pdp. Member Benefits NBAA Air Mail is an exclusive social network for NBAA members, designed to facilitate collaboration and discussion on subjects important to business aircraft operators. This platform allows NBAA members to connect with other business aviation professionals and share their con- cerns, questions and insights with other members on almost any relevant topic. Air Mail groups include: • Flight Department Managers – Addresses questions and concerns related to management, such as taxes and safety. • Business Aircraft Pilots – Posts relate to everything from interna- tional operations to local FBOs. • Schedulers & Dispatchers – This group includes collaborations begun at NBAA's annual Schedulers & Dispatchers Conference. • Business Aircraft Maintenance – Maintenance directors, AMTs and avionics technicians learn from each other by sharing stories and experiences. • Flight Attendants – FAs discuss issues unique to their profession. • Part 135 Issues – This covers technical, regulatory and operational matters related to charter operations. • Local Business Aviation Groups – Facilitates communication among members of local business aviation organizations. • Safety – Devoted to any topic related to aviation safety best practices. • Charter Availability – Post your charter availability and trip requests. Members can send and receive Air Mail posts and comments by email and can choose to receive notifications in real time, daily, weekly or not at all. To sign up for Air Mail, or to update your notification settings, log in to NBAA Connect at connect.nbaa.org. PHOTOS © WILLIAMSON IMAGES MEMBER CENTRAL 38 JULY/AUGUST 2024 NBAA NEWS HOUR Live webinars on the information you need most More than ever, people want timely access to experts and authorities to help them make decisions about their business aviation operations. The NBAA News Hour webinar series allows participants to get answers to their pressing operational, legal, medical and other questions. All webinars are free to all members and non-members and recorded for replay. nbaa.org/news-hour D E D I C A T E D T O H E L P I N G B U S I N E S S A C H I E V E I T S H I G H E S T G O A L S. NBAA will offer a range of professional development program (PDP) courses in conjunction with the 2024 Business Aviation Convention & Exhibition (NBAA- BACE) in Las Vegas, NV, from Oct. 22-24. Some of these courses are listed below. LEADERSHIP FOR AVIATION PROFESSIONALS This two-day course, led by speaker and author Bob Mason, focuses on how indi- viduals can become leaders that impact organizations from any position. AVIATION SECURITY AND AWARENESS TRAINING This one-day course will provide you and your flight department with the relevant tools you need to be secure – on the road, at your base and in your personal life. Topics include active shooter survival, enhanced hotel security, rideshare vulnerabilities, security culture and more. ENHANCING PRODUCTIVITY THROUGH BUSINESS AVIATION This one-day course is designed to assist industry professionals with the important task of communicating the strategic value of business aviation to help a company achieve its goals and effectively fulfill the organization’s mission. AVIATION LEADERSHIP This two-day course teaches the fun- damentals of leadership, providing the tools to become an effective leader in the aviation department and in the company as a whole. The course is interactive, allowing attendees to practice and develop neces- sary skills for success. This course will be invitation-only for CAMs and 40 Under 40 award recipients. MANAGEMENT FUNDAMENTALS FOR FLIGHT DEPARTMENTS WORKSHOP Taking place following NBAA-BACE, this two-day course gives flight department managers key information about safe oper- ations, regulatory compliance, basic man- agement practices, cost controls, planning for the future and more. Professional Development NBAA.ORG/EVENTS October Oct. 20-21 2024 NBAA Tax, Regulatory & Risk Management Conference | Las Vegas, NV Oct. 21 2024 NBAA Single-Pilot Safety Standdown | Las Vegas, NV Oct. 22-24 2024 NBAA Business Aviation Convention & Exhibition (NBAA-BACE) | Las Vegas, NV 2024 NBAA National Safety Forum | Las Vegas, NV January Jan. 27-29 2025 NBAA Leadership Conference | Amelia Island, FL February Feb. 11-13 2025 NBAA International Operators Conference | San Juan, PR March March 25-27 2025 NBAA Schedulers & Dispatchers Conference | New Orleans, LA Events Calendar Insider Resources SEE YOUR MESSAGE HERE! Attorneys, finance and tax advisors, and aviation consultants – advertising in Business Aviation Insider puts your message in front of business aviation’s decision-makers. Reserve your spot today by contacting NBAA at advertising@nbaa.org. nbaa.org/advertising James A. "Tony" Burgess, CAM Lead Captain RSC Aviation/FlightWorks Phillip R. Council, CAM Pilot, Aviation Manager MORIN Asset Management Charles Robert Dorris, CAM Chief Pilot Ingram Industries, Inc. Travis C. Greene, CAM Captain Cox Enterprises, Inc. Brett R. Hansen, CAM Captain Reyes Holdings, LLC Brad A. Johnson, CAM Aircraft Program Manager The Coca-Cola Co. Gilberto Perez Lopez, CAM Vice President of Operations Leviate Air Group Isaac Luczki, CAM Client Aviation Manager Solairus Aviation Nathan A. Schaffer, CAM Safety Mgr., Sr. Int'l Captain Eagle Aircraft & Transportation Management, Inc. Josh Shaw, CAM Captain CTP Aviation Kenneth Wong, CAM Lead Flight Scheduling Coordinator PepsiCo, Inc. New Certified Aviation Managers More than 900 business aviation professionals from all segments of the industry have earned the Certified Aviation Manager (CAM) credential. The CAMs listed below are among the latest to join this elite group. MEMBER CENTRAL 40 JULY/AUGUST 2024 YOPRO QUARTERLY NEWSLETTER Join Our Mailing List NBAA’s Young Professionals in Business Aviation (YoPro) is a group dedicated to building relationships between emerging leaders across the business aviation industry. With expertise in areas such as marketing, professional development and community outreach, YoPro members work to connect young professionals while also increasing public awareness of new initiatives in this vibrant and growing industry. nbaa.org/yopro/mail D E D I C A T E D T O H E L P I N G B U S I N E S S A C H I E V E I T S H I G H E S T G O A L S. NEW HORIZONS 42 JULY/AUGUST 2024 I t’s no surprise that Jared Isaacman, tech entrepreneur, astronaut and mission commander of Polaris Dawn, the first of three human spaceflight missions scheduled to launch no earlier than summer 2024, is committed to advancing com- mercial space flight. “I share the dream of many that commercial space will finally open the last great frontier of space,” Isaacman said. “First, and perhaps most importantly, we need to identify the catalyst for a true space economy that necessitates humans in orbit. At that point, there will be regular missions to LEO [low earth orbit] and the lunar surface, putting hundreds and then thousands of people into space simultaneously. From there, we will send humans to another planet for the first time, and then we will have taken the next giant leap on the journey to unlocking the mysteries of the universe.” Isaacman says the most significant challenges to a successful commercial space industry are economics and prioritization. “Even with the cost of accessing orbit coming down materially, we still don’t have a good reason why we need lots of humans in space. There needs to be a space economy and that could stem from biotech, asteroid mining, manufacturing or some other major development. The world needs a reason to prioritize space beyond its current applications,” Isaacman explained. Human physiology and psychological limitations present new challenges when missions to other planets are considered. While some might consider commercial space flight to be a bucket list item or even something best suited to sci-fi movies, Isaacman sees a potential role for suborbital spaceflight in business aviation. “The higher the altitude the faster you can go as there is less atmosphere to contend with,” said Isaacman. “So, the idea that there might be suborbital point-to-point travel is certainly possible. It is all just a matter of time before this is a viable path for quick transportation.” Down here on Earth, Polaris Dawn has partnered with St. Jude Children’s Research Hospital®, to raise funds to support St. Jude's mission to provide health care in places that need it the most. The mission commander of Polaris Dawn sees potential for business travel in suborbital space. Astronaut Isaacman: We Need a 'True Space Economy’ Jared Isaacman, mission commander of Polaris Dawn, is a tech entrepreneur with a passion for aviation and space. He is the CEO of Shift4, an integrated payment processing solution. He has over 7,000 flight hours with ratings in multiple experimental and ex-military aircraft and was part of the Black Diamond Jet Team. Isaacman holds several world records, including two speed-around-the-world flights. He also com- manded the historic Inspiration4, the world’s first all-civilian orbital mission which raised $250 million for St. Jude Hospital. PHOTO © KYLE CLARK ”It is all just a matter of time before [suborbital point-to-point travel] is a viable path for quick transportation.“ TAX, REGULATORY & RISK MANAGEMENT CONFERENCE The 2024 NBAA Tax, Regulatory & Risk Management Conference is the premier conference for attorneys, CPAs, financial advisors, CFOs and flight operations professionals looking for tax planning strategies from industry leaders. LAS VEGAS, NV OCTOBER 20-21, 2024 LEARN MORE nbaa.org/tax2024 BOOK YOUR HOTEL The 2024 NBAA Business Aviation Convention & Exhibition (NBAA-BACE), taking place from Oct. 22-24 in Las Vegas, is the leading marketplace to experience cutting-edge aircraft, top-tier industry products and services, and advanced avionics. Mark your calendar and start making plans to join us as we bring the industry together for three of the most important days of the year. #NBAA2024 nbaa.org/2024