The Duncan Download Blog: Business Aviation Advice & Observations

Contributed by Justin Vena, Avionics Installation Sales Rep

The Three major OEMS for business aircraft in operation within EASA airspace are exempt from the Link 2000+ mandate that takes affect after 2015 under Article 14. Basically, if you operate an out-of-production business aircraft in EASA airspace only and do not plan on traveling internationally, you are exempt from the Link 2000+ mandate. You will need to file an exemption request with EASA and obtain approval under Article 14. There are two articles of exemption, Article 1 aircraft are permanent exemptions and Article 2 are temporary exemptions.

Does my Business Aircraft have to comply with the Link 2000+ mandate to fly in EASA airspace after 2015?

The short answer is yes and no.

No. All non-production business aircraft in operation within EASA airspace are exempt from the Link 2000+ mandate that takes affect after 2015. Basically, if you operate an out-of-production business aircraft in EASA airspace only and do not plan on traveling internationally, you are exempt from the Link 2000+ mandate.

Yes. All current production model aircraft will have to comply with the Link 2000+ mandate after 2015.

Does my aircraft have to comply with the FANS mandate to fly in the North Atlantic Tracks after 2015?

Yes. The North Atlantic Tracks (NATs) are the fastest and most efficient routes between North America and EASA. After 2015, all aircraft flying the NAT must be FANS compliant.

Take note, the two center tracks of NAT will be closing to non-FANS compliant traffic by 2013.

International Travel Options

If you don’t want to pay the expense required to become FANS compliant, you are not totally without options. As stated above, by the end of 2013, ONLY the center two NAT tracks will become unavailable non-FANS aircraft. There are other routes available between North America and Europe. However, these routes are longer and have less than ideal conditions.

If you consistently fly these routes rather than the NAT, you will incur higher operating and maintenance costs associated with the added flight hours. Many aircraft will also require an aditional fuel stop for Atlantic crossings.

Best Equipped = Best Served

There are many oceanic routes around the world that, at the present time, do not require aircraft to be FANS compliant. However, they are beginning to adopt the “Best Equipped, Best Serviced” policy. It is not uncommon to hear of an aircraft having to sit on the runway waiting for clearance to take-off as other better-equipped aircraft are allowed to leave before them.

Duncan Aviation's team of avionic experts have compiled information to explain FANS 1/A, equipment, operational facts, benefits of the systems and regulation and certification in the easy-to-read ebook: Straight Talk About FANS. Download your copy here.

Justin will be attending European Business Aviation Convention and Exhibition (EBACE) in Geneva, Switzerland, from May 14 – 16. If you have any questions or want to talk about NextGen initiatives, schedule an appointment or stop by stand #456.

Justin Vena is an Avionics Installation Sales Rep at Duncan Aviation’s Battle, MI, facility. He specializes in NextGen Initiatives. His Aviation career began in 1988.

Contributed by David Schiver, Airframe Tech Rep

In recent months, Duncan Aviation has performed several pre-buy evaluations that have resulted in a Learjet being either imported into or exported out of the U.S. Unique challenges always present themselves with these types of requests.

If you consult the Type Certificate Data Sheet first, you will be able to overcome many of these issues.

ECR Requirements

On page 33 — note 13 of A10CE (currently at Rev 57), is a list of countries, models and Engineering Change Records (ECRs) that are required for exporting Learjets out of the U.S. Also noted are models that require ECRs to be unmodified in order to import Learjets back into the U.S.

On page 13 – note 10 of T00008WI (currently at Rev 13), are lists of JAA/ EASA and non-JAA/ EASA countries and their applicable ECRs required for each model.

ECR Compliance

If there is an ECR required to import or export your Learjet into or out of the U.S, there are other issues that you need to be aware of:

1. Learjet has not sold these ECRs in the past.
2. Learjet has not supported a Road Trip or Mobile Repair Party to comply with an ECR in the past.
3. If there is an ECR involved, it must be complied with prior to importing or exporting your aircraft.

At this time, to comply with a necessary ECR, you are required to go to a Learjet-Owned Service Center.

Keep in mind, when moving aircraft across country boundaries, there are usually other requirements than those stated here. Those exact requirements are determined by the destination country.

David Schiver is an Airframe Tech Rep at Duncan Aviation's Lincoln, Nebr., facility. He specializes in troubleshooting technical issues with the Learjet airframe. His aviation career began in 1981.

Contributed by Gary Harpster, Avionics Sales Rep.

There are 42 member states engaged in the EC SAFA.

Photo Source: http://www.sgiaviation.com/site/
Files/europa%20blauw.jpg/$file/europa%20blauw.jpg

I recently asked a customer who logs many hours flying in international skies what he thought was most important when landing on foreign soil. His reply was simply, “make sure your SAFA manual is up to speed.” After a little bit of research and a quick Google search, I found the following link that does a good job explaining the EU Safety Assessment of Foreign Aircraft (SAFA) programme.

http://www.easa.eu.int/approvals-and-standardisation/safety-assessment-of-foreign-aircraft-SAFA.php 

There are currently 42 member states engaged in the EC SAFA: Albania, Armenia, Austria, Azerbaijan, Belgium, Bosnia and Herzegovina, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Georgia, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Moldova, Monaco, Netherlands, Norway, Poland, Portugal, Republic of Georgia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, The former Yugoslav Republic of Macedonia, Turkey, United Kingdom, Ukraine.

As you can see, there are a lot of participating countries and if you fly overseas, you will certainly fly in one or more of them. This makes knowing and understanding the SAFA requirements very important to you.

From a maintenance standpoint, SAFA clearly justifies why you need to keep your aircraft in proper compliance. Things like tire wear and hydraulic leaks are all part of the inspection criteria, as well as crew license, procedure manuals, safety equipment for cabin and cockpit, cargo carried on board and overall technical condition of the aircraft.

If your aircraft is dripping oil or any other fluids at a higher flow rate than what is called out in these guidelines, be prepared to have it fixed before you depart. However, the person fixing that leak needs to possess the proper credentials, in other words, SAFA-certified.

The SAFA inspectors have a list of 54 items that can be checked. If not in compliance, many could significantly delay or even ground of your business aircraft. SAFA inspectors are willing to work with you; using good communication goes a long way.

If you’re planning a trip abroad soon, I recommend you find out the correct procedures on writing your own SAFA manual and getting it approved.

Gary Harpster is an Avionics Sales Rep. located at Duncan Aviation's Lincoln, Neb., facility. He specializes in mandates, cockpit upgrades, new technology and high speed data solutions. Gary is currently serving as Vice Chairman of the AEA (Aircraft Electronics Association). His aviation career began in 1977.

Related article: SAFA Required ID Plates for N-Registered Business Aircraft

Contributed by Scott Shefke, Airframe Tech Rep.

An ID plate identifying the aircraft must be displayed in a pominent position near the main entrance.

SAFA ramp inspections are occurring more often to N-registered aircraft operating in EASA-controlled countries. The purpose of these inspections is to ensure aircraft are meeting minimum standards in several areas, such as emergency exit, altimeters, flight recorders, GPWS, ELT and electronic navigation data management. The list goes on and on. The complete list from for the SAFA Program can be found here: http://www.icao.int/FSIX/_library/coscapsea/ Reference_ANNEXES_for_
ICAO_Ramp_Inspections_Guidance_2009_07_02.pdf.

Identification Plate Requirement

On page seven (7) of the above document is a reference to a required Identification Plate that must be displayed in a prominent position aboard the aircraft. ID Plates are not required by the FAA in the United States, but if you plan to fly in EASA-controlled countries, be aware that you will need to have a plate installed or risk getting hit with a fine during a SAFA Inspection.

A8. Documents required to be carried on board - Identification Plate

“An aircraft shall carry an identification plate inscribed with at least its nationality or common mark and registration mark. The plate shall be made of fireproof metal or other fireproof material of suitable physical properties and shall be secured to the aircraft in a prominent position near the main entrance or, in the case of an unmanned free balloon, affixed conspicuously to the exterior of the payload.”

The reference gives direction as to the material the plate must be made from, but nothing is stated about the dimensions.

If you want to make your own plate, one OEM recommends cutting it to .98” x 3.94” from a .063” stainless steel sheet. Engrave the plate with .60” high lettering at an engraving depth of .04”. One operator said he went to his local trophy engraving shop and had them make a placard. He installed it in a prominent place using a two-part epoxy.

Scott Shefke is an Airframe Tech Rep. located at Duncan Aviation's Lincoln, Nebr., facility. He specializes in educating operators about and troubleshooting the Challenger and Global airframes. Scott currently services on Bombardier's Challenger 600 Series Advisory Board and Bombardier Industry Steering Committee. His aviation career began in 1991.

Contributed by Don Heinlein, Domestic & International Parts Team Leader

Operators are sometimes unaware that parts or units listed on the United States Munitions List (military items) must meet specific requirements to be shipped to the U.S. Without proper authorization, shipments can be delayed at the border for months. Here’s what you need to know to avoid delays.

The United States Government has International Traffic in Arms Regulations (ITAR) pertaining to the import and export of parts or units on the United States Munitions List.

ITAR items shipped to theU.S.are not allowed into the country unless the company or person shipping the item (shipper) has registered with the U.S. Department of State (DOS) and has obtained an import license, or that the shipment qualifies for a license exemption.

If items are shipped to the U.S.without this prior-authorization, they maybe held at the border for up to 60 days while the DOS decides whether to approve their admittance into the U.S. 

To prevent days and weeks of delays, I highly recommend you notify your U.S.aircraft parts service provider prior to shipping any aircraft parts for repairs or exchange cores. They should be able to identify if the part is ITAR controlled and provide the proper language required for the commercial shipping invoice.

If your chosen aviation parts service provider is not knowledgeable of U.S. ITAR, is not capable of pre-clearing your shipment or is not able to provide the necessary language and paperwork for your shipment to enter the U.S., stop and find one that is.

Duncan Aviation screens all incoming shipments for ITAR-controlled items and provides our broker with the proper information for U.S. Customs so the parts are easily approved by the DOS and pass through U.S. Customs without delay. We monitor all shipments as they go through this process and will swiftly deal with any delays in a timely manor.

To ship parts to Duncan Aviation, please complete a shipping notice form.

Duncan Aviation provides extensive repair and overhaul services—including loaners and exchanges—for business aircraft parts, avionics, instruments, accessories and propellers. We maintain a large inventory of aircraft parts for sale. We also hold more than 70 manufacturer authorizations for avionics, instruments, accessories and propeller units.

Don Heinlein serves as the Domestic & International Parts Team Leader at Duncan Aviation, specializing in parts requests. He began working in aviation in 1977.