The Duncan Download Blog: Business Aviation Advice & Observations

In 2013, Duncan Aviation’s Engineering and Certification departments worked diligently to complete a number of new Supplemental Type Certificates (STCs). The company’s status as an Organization Designation Authorization (ODA), along with its stringent processes and working relationship with the FAA,  allows Duncan Aviation to administer many of the aspects of the STC process that are usually controlled by the Federal Aviation Administration (FAA).

“The ultimate value of this delegated authority to our customers, both internal and external, is time, and this is an industry where time is money,” says Shawn Carraher, Certification Programs & Alterations Planning Manager for Duncan Aviation.

“Because the FAA has limited involvement in the ODA STC process, we don’t wait on them so our customers don’t have to wait, either,” he says. “That gives us flexibility with our schedules and hangar space so we can easily accommodate our customers’ long- and short-term needs. An additional benefit of this flexibility that translates directly into savings is that our customers experience shorter downtimes than they would taking their aircraft to repair stations that lack this delegated authority,” he continues.

“Delays equal dollars,” Carraher says. “Our delegated authority gives us more control over costs. We’re not waiting to turn aircraft, and our customers aren’t waiting for certification. This allows Duncan Aviation to be more efficient in completing projects and delivering aircraft as promised.”

Among many STCs that Engineering and Certification completed and issued in 2013 are the following:

• SA01710WI   GH-3900 ESIS and Securaplane Instruments Battery Backup for Falcon 2000 & 2000EX
• SA01717WI   High Speed Internet with Wireless Local Area Network System for Cessna 525A
• ST01735WI   Universal Avionics EFI-890 Flight Dec Retrofit Falcon 900
• ST01736WI   Datalink Communications System with provisions for FANS Falcon 900

SA01710WI gives Falcon 2000 and 2000EX aircraft a steady source of back-up power if the instruments lose power. SA01717WI allows for high-speed Internet so passengers in the cabin of a Cessna 525A may send and receive in-air email or stream movies from an onboard storage device.

ST01735WI and ST01736WI apply to Falcon 900s from serial numbers 001 through 178.

Additionally, the following amendment was added to an STC:

• ST01615WI-D  Honeywell FMZ-2000 upgrade to Version 6.1 -03040

This amendment allows for a software upgrade to the Honeywell FMZ 2000 Flight Management System on Falcon 900B, Hawker 800/A/XP, and other makes. The upgrade to the Wide Area Augmentation System (WAAS)/Localizer Performance with Vertical Guidance (LVP) components let pilots navigate routes more accurately and allow for lower minimums (200 feet) for instrument landings.

ODA

The Organization Designation Authorization(ODA) held by Duncan Aviation is an appointment by the FAA authorizing the Duncan Aviation organization to perform approved functions on behalf of the FAA. On-staff and consultant engineers, flight test pilots, and manufacturing and airworthiness inspectors are qualified under the ODA to perform the authorized functions.

This designation authorizes Duncan Aviation to approve design data, analysis and test procedures, witness compliance testing, as well as make a finding of compliance to the regulations and issue Supplemental Type Certificates (STCs) for interior and airframe modifications and avionics systems and system upgrades. In addition, the ODA is authorized to issue airworthiness certificates, as well as domestic and export worthiness approvals.It has oversight from the FAA’s Wichita, Kansas, Aircraft Certification Office (ACO).

Duncan Aviation has ODA for the following:

• Supplemental Type Certificates (STCs)
• Major Repairs and Alterations (MRAs)
• Parts Manufacturer Approvals (PMAs)

Chairman Emeritus Robert Duncan and his wife, Karen, surround themselves with the things they’re passionate about: aviation and art. So, when Duncan Aviation acquired a new Citation M2, they wanted the jet’s paint scheme to reflect the brush strokes of an artist, an abstract artist. They also simultaneously took the term “green plane” to another level with this lime green wonder.
“This is a flying billboard for Duncan Aviation’s paint department,” says Robert Duncan at the jet’s unveiling last week.

The paint scheme’s designer, Teri Nekuda, has 24 years of experience combining colors and materials to match a variety of customers’ needs and desires, and she used the same approach she does with all her customers when Robert and Karen asked to explore paint schemes at Duncan Aviation’s Lincoln, Nebraska, facility’s design center.

“It's enjoyable to create a paint scheme that people don't readily expect to see on an aircraft. The wow factor gets people to react, contemplate and dream of what possibilities lay on the horizon,” says Nekuda.

After more than 50 renderings, Nekuda and the Duncans had the paint scheme narrowed down to two options: a lime green or bright blue base with paint splatters dotting the fuselage. When asked to describe the final product in one word, Teri responds with “fun.”

“It’s fun on so many levels. I look at it and I start to recognize shapes and images. There’s a pair of Mickey Mouse ears over here and Woodstock there. It spurs this childlike sense of excitement and creativity. That’s a cool feeling to have at any age,” she says. 

Of course, there were several other ideas on the table before the final was approved. Robert initially wanted to explore the idea of a decal on the aircraft, allowing it to be easily changed after just a few years.

“It a great idea and I think we’ll end up using decals eventually, but this one looked a bit thick after the clear coat was applied. Also, the decal isn’t simply printed on a clear background, so any space outside the paint splotches would have to be lime green and match the paint perfectly, or have a black outline. In the end, this was too complicated of a paint scheme to try and implement decals for the first time.”

The Duncans also toyed with the idea of having graffiti on the M2, but the design team was concerned that even though the graffiti might be well-received and have a positive message in the United States, not all countries will view the symbol the same way. So when Paint Shop Manager Doug Bohac mentioned he had recently seen a motorcycle covered in paint splotches, the idea stuck.

“Robert makes me explore other ideas I might not normally gravitate toward because he gives me some direction, but not enough that he stifles my creativity with suggestions,” says Nekuda.

Even after all these changes and updates and scrapped ideas, Nekuda says it’s so rewarding to see how excited a customer gets when the project just—clicks.

“That’s when I know I’ve succeeded at something—when they can’t wipe that smile off their faces,” she says. “That’s a good feeling. That makes every minute worth it.”

Nekuda has also helped determine the paint scheme on several other Duncan Aviation aircraft.

“Robert and Karen Duncan want something unique. A lot of people like a simple aircraft, but I don’t see Robert as ever having a white airplane. We do things a little differently here,” she says.

Though the paint shop sees a lot of white jets, they didn’t bat an eye when they first received renderings of this complicated scheme. They treated the project just like it was any other customer, providing Duncan Aviation-level quality, delivered the aircraft early and celebrated another job well done.

Click here to view another time-lapse video featuring a creative and detailed paint scheme from Duncan Aviation's taleted design and paint professionals. 

Personal Accountability and the QBQ!

Ever heard questions like these?

• "Why do we have to go through all this change?"
• "When is someone going to train me?"
• "Who dropped the ball?"
• “Why can’t they communicate better?”
• “Who’s going to solve the problem?”

If so, then John G. Miller's message on "Personal Accountability and the QBQ!" is right for you. People at every organizational level have found Personal Accountability and the QBQ! life changing. John is the founder of QBQ, Inc., an organizational development firm dedicated to making personal accountability a core value for organizations and individuals. At the 2014 NBAA Leadership Conference, John will explore a method for eliminating blame, victim thinking, and procrastination.

During the session, you will learn how to:

• Practice PERSONAL ACCOUNTABILITY
• Adapt to change
• Eliminate blame and finger-pointing
• Build strong teams
• Identify and abolish victim thinking/complaining
• Purge procrastination
• Remove the barriers to problem-solving

John G. Miller

John G. Miller is the author of QBQ! The Question Behind the Question, Flipping the Switch: Unleash the Power of Personal Accountability, Outstanding! 47 Ways to Make Your Organization Exceptional and co-author of Parenting the QBQ Way. He is founder of QBQ, Inc., an organizational development firm based in Colorado dedicated to “Helping Organizations Make Personal Accountability a Core Value.” 

2014 NBAA Leadership Conference

Accountability in Action is the theme of the 2014 NBAA Leadership Conference. Today’s actions demonstrate our leadership skills for the organizations and the people we lead. In two days at this NBAA Leadership Conference, you will:

• Enhance your leadership expertise professionally and personally
• Learn from renowned speakers and authors—experts in leadership
• Network with industry leaders to build relationships and learn best practices

For more information and to register for the 2014 NBAA Leadership Conference, visit http://www.nbaa.org/events/leadership/2014/

Duncan Aviation

Duncan Aviation is a Platinum Sponsor of the 2014 NBAA Leadership Conference. Jeannine Falter, vice president of business development for Duncan Aviation is serving as co-chair for the conference held in Atlanta, Georgia, on February 19-20, 2014.

Contributed by Jerry Cable, Accessory Tech Rep.

Most definitely. Yes.

Landing gear overhauls, inspections and restorations are sometimes called a commodity service. Any shop that has received an OEM Maintenance Manual and follows FAA standards is free to advertise that it can inspect and overhaul aircraft landing gear. The FAA states "a thorough inspection of the landing gear involves the entire structure of the gear, including attachments, struts, wheels, brakes, actuating mechanisms for retractable gears, gear hydraulic system and valves, gear doors, and all associated parts. The manufacturer’s inspection procedures should be followed where applicable."

But not all landing gear service is equal. There are many additional service and capability requirements related to landing gear maintenance that can cut expenses and downtime that can’t be found at every aircraft landing gear shop.

The landing gear is a behind-the-scenes inspection, most often scheduled alongside, but taking a backseat to, a major airframe inspection. However, it can have a huge impact on the entire project’s schedule if the landing gear restoration runs into major squawks. You will want to use a shop that has invested heavily in the landing gear customer and understands full well the impact a landing gear overhaul or inspection has on an airframe inspection. After all, an aircraft can’t go anywhere without its legs.

Controlling Costs

At Duncan Aviation, we take several extra steps that help reduce costs. For example, on select inspections and restorations, we ask customers to leave the harness and brake pipes on the gear when removing it from the aircraft. By leaving the gear intact, this will save customers approximately 35 labor hours when removing and installing the gear. Duncan Aviation has also established some special pricing programs that help provide assurance to customers through pricing controls. These are just a sampling of the above-and-beyond landing gear available at Duncan Aviation.

Feel free to reach out and contact Duncan Aviation's landing gear experts. We will address the most common questions and concerns that customers ask us daily regarding landing gear work.

1. How much will it cost?
2. How long with the inspection take?
3. What about corrosion removal?

Jerry Cable is an Accessories Tech Rep located at Duncan Aviation’s Lincoln, Nebr., facility. He is a landing gear and accessory components and systems specialist. His aviation career began in 1991.

Contributed by Adrian Chene , Avionics Installation Tech Rep.

High Speed Data technology for the aviation industry has reached a level where it now supports most office activities aboard an aircraft allowing a team to continue to collaborate, share and analyze data, ideas and workload. 

The following are three methods to increase employee connection and productivity while in flight.

Laptop Video Interface

When installing a new cabin video system, always request a laptop video interface. With this, business travelers are able to use their laptops to share presentations and documents on cabin monitors. Such a simple measure allows a team to continue collaboration and work on complex projects. It also permits sales teams to practice the "big pitch" on the way to the client.

Carry-on Encrypted Network Drive

A carry-on encrypted network drive is simply an external hard drive that uses a separate power supply and an Ethernet connection. These are easily encrypted to permit access to only those who require access. A single network drive would allow multiple people access to different portions of a larger project and then return those worked pieces prior to landing. Teammates will also have access to each other's working documents for brainstorming.

Data Encryption

An aviation-grade router that supports encrypted communication provides a secure link between your aircraft's router and the home network. This secure link allows travelers to receive sesitive data from the homeoffice while traveling. EMS, Lufthansa Technik and True North's Chorus system have routers that support data encryption and acceleration options. For many, the answer to which router is needed is going to depend on the availability of a STC for Wi-Fi.

The world is moving fast at faster speeds. Critical work and team collaboration isn't reserved for just the office on the ground. It has become critical for flight departments to create the perfect office in the sky.

Duncan Aviation answers common issues and questions about Wi-Fi installations for business aircraft in a new field guide entitled "Making Sense of Wi-Fi: An Operator's Guide to Aircraft Internet Options." The guide explores the various topics operators face when selecting Wi-Fi for business aircraft, and includes a comparison of the major service providers and main equipment options for business aircraft. To download a copy, please visit www.DuncanAviation.aero/fieldguides.

Adrian Chene is an Avionics Tech Rep for Duncan Aviation. He provides troubleshooting and technical advice on avionics installation services, and specializes in custom, integrated HSD solutions. He began working in aviation in 1996.

Satcom Security Issues in Business Aviation: Part 2 

Contributed by Adrian Chene, Avionics Tech Rep

Hackers are always looking for the back door to get your information or disrupt operations. Information is most easily breached at places where protective barriers do not exist. In many cases, it is much easier and expedient to breach a laptop with a screwdriver than with sophisticated software. This makes physical computer security critical when carrying out IT operations abroad. 

Physical IT security aboard business aircraft can be breached in three main areas: satcom network, computers and electromagnetic emissions.

Satcom Network Security

Your satcom service provider should have physical and software security measures in place to help prevent data from being compromised. This should involve some form of professional independent auditing which verifies that they are taking adequate measures to ensure the protection of customer information. 

FISMA and SAS 70 compliance are common auditing practices designed to ensure some baseline of security is being applied with regards to protection of customer information. While compliance is not necessarily an indication of the quality of protection that is provided, it demonstrates a service provider’s willingness to submit to review by an independent auditor.

Physical Digital Security

Any device with an internal memory is a weak point. Cellular phones, iPod Touch’s, and laptop computers can all be compromised. If you do not intend to use your cell phones or other network devices leave them in the hangar.

Phone calls can be made using a dedicated voice-traffic-only cell phone, the in-flight satcom to relay non-sensitive information or at your final destination.

Laptops that do not have hardware-level security measures should not be taken or should be kept under continuous supervision. Operatives may compromise the contents, if they are left unattended in a hotel room.

I recommend that business teams only travel abroad with laptops that contain encrypted hard drives. This will make it more difficult to copy the hard drive and retrieve the data. Some private key systems will be very difficult to crack even if the entire machine is stolen.

Electromagnetic Emissions

Computers produce a lot of electromagnetic noise. With specialized software and signal analyzers, the savvy can turn this noise into usable information. Electromagnetic signals have a tough time getting through “Gaussian Surfaces,” or enclosed metal surfaces. This means that laptops with metal cases may broadcast lower levels of unwanted signal. Getac (a GE subsidiary) does make a line of commercial tough books (like the A790) that are similar to models produced for the Department of Defense. 

When the required equipment for emissions detection will not fit into your iPhone or laptop, you can protect your data by being unpredictable. Use your computers in different locations each time. It is not recommended using your computer in your hotel room where operatives could have advance notice of your location. Use the laptop’s batteries wherever possible as AC chargers can be their own emission source. Wait till your laptop is turned off to charge it. 

I will be the first to say that I am not an Intelligence Operative. What I have written here are some considerations for individuals traveling in nations where intelligence operations pose a threat to legitimate business practices.

Hopefully you have some questions now that you can take up with your security firm to further advise you. It is not paranoia to think you are being spied on when operating abroad, where espionage can be performed with impunity by domestic intelligence agencies. The only real question is whether or not you will insist on taking measures to ensure that your passengers are both physically and digitally safe.

In part 1 of Satcom Security Issues in Business Aviation, I discussed hardware encryption and HSD security for international operations.

Adrian Chene is an Avionics Tech Rep for Duncan Aviation. He provides troubleshooting and technical advice on avionics installation services, and specializes in custom, integrated HSD solutions. He began working in aviation in 1996.

Companies in the last 40 years have decentralized many operations, creating armies of satellite employees. Today there are engineers who do their best work in their bath robes from home. To accommodate this, company networks have been extended to remote locations using what is called VPN (Virtual Private Network) software. This is a program that recreates the network operations of being hardwired into your company network while you are away.

The Good

Nothing is truly secure on the internet, but there is something as secure enough. VPN software often has encryption features for traffic communicated between the company network and users that are offsite. The VPN's security features greatly increase the privacy of data sent across the web. Without getting too technical, a VPN uses a series of security protocols to scramble data between a user's computer and some other network.  It also provides security measures that make it difficult to intercept the encrypted data along the way. 

The Bad

PC-based VPNs require everyone using the service to have the software installed on their computers or phones. This may not be possible or desirable for many clients. When VPN software is installed on a customer's laptop it can have some detrimental effects on the satcom system connection and the device itself. Computer-based VPNs will cut the speed of accelerated SwiftBroadband connections (800+ Kbps typical) back to un-accelerated rates (300-400 Kbps). It is also worth noting that VPN software uses computer resources as well.

The Not-So Ugly

You can mitigate this by using a router that incorporates its own VPN accelerator. One example is the CNX-200 router manufactured by EMS. This unit can be tied to Satcom Direct's Aero-X data acceleration service or can be integrated directly into your home network. This will provide an accelerated encrypted data tunnel directly to your home network or Satcom Direct's ground based router. It is also worth noting that since the encryption and decryption takes place in the CNX-200, the VPN does not place additional stress on computer resources. This is currently the preferred method for SwiftBroadband customers.

As an organization, it is important to assess the level of data security that your clients require, and not be afraid to push to raise the bar to that standard. The end result will be a High Speed Data (HSD) system that matches utility with security.

Additional information on cabin network security is available in part 1 of this series, "Six steps to tighten Wi-Fi security during ground operations."

When you discuss communications security, eyes tend to glaze over. Most aviation professionals are used to things they can see, feel or in some way measure. When a router setting won't permit you to connect to the web anymore, no amount of visual inspection will help. It's just a black box until your IT guys make sense of it for you. That being said, I promise to keep this conversation to the point and as straight forward as possible.

HSD (High Speed Data) systems have become an integral part of flight departments with several solutions available, both ground- and satellite-based. However, when you look at onboard security of HSD systems, there are many weak points where a hacker can attack; the first being, the router.

Wi-Fi routers are popular onboard jets because they offer convenience for customers receiving e-mail updates with their blackberries. This is essentially a sophisticated radio and like any radio its signal can be easily intercepted. Of course, from the router the data goes to the satellite or ground-based network and then on to the Internet, where there are numerous points traffic can be intercepted. Information traffic security is the second biggest challenge for any work-away-from-home network.

Knowing where you're most vulnerable with security will empower you to increase your level of protection. While the following recommendations are by no means comprehensive, they do represent the start of a conversation that will hopefully increase the security of your onboard network.

The steps to tighten Wi-Fi security without any inconveniece

1. Turn the router SSID broadcast off.

Most wireless routers automatically transmit their network name (SSID) into open air at regular intervals (every few seconds). This allows passengers to easily find and access your system. However, this feature also makes it easier for hackers to intrude as well. If you are lucky enough to have the same passengers using the same computers and phones all the time you can turn this broadcast off and set the SSID to something other than the aircraft tail number.

2. Assign an encryption type and wireless passkey to your router.

I generally use WPA encryption with a pass-key as a baseline for airborne router security.

3. Install a Wi-Fi disable switch.

One of the simplest ways to protect your client's satcom bill, computers and blackberries is by disabling the Wi-Fi on the ground. The last thing you want is a teenager at the FBO updating their Facebook on your SwiftBroadband. Have your satcom installation provider place a switch in your cockpit if one is not there already.

4. Add Wi-Fi instructions to your pilot's checklists.

You are probably safe to enable the Wi-Fi as you taxi away from an FBO. These systems have a very limited range and someone would need serious RF know-how to sniff your network at 1000 yards with an airborne router.

5. Have your passengers get plugged in.

If your clients must use the satcom system prior to taxi, provide them with an Ethernet cable and ask them to plug in. The benefit of this is two-fold: 1) This will allow your customers to surf the web with the Wi-Fi disabled and 2) it will improve the performance of their connection slightly.

Wired Ethernet connections outperform Wi-Fi generally, though on a typical SwiftBroadband network the difference will be negligible.

6. Other security protocols.

There are a myriad of other security measures that will reduce the likelihood of a cyber attack, such as MAC address filtering. Which security protocols will work best for you will often depend on the demands of your clients.

Wi-Fi signals are easily intercepted, and for that reason they are particularly vulnerable to manipulation. With that being said, your best defense against an experienced hacker is to not be an easy mark. Developing your own WIFI security measures alone can often deter the would be hacker.

Stay tuned for part 2 of HSD Security, "The Good, The Bad and the Not-So Ugly of VPNs."

Adrian Chene, Avionics Tech Rep

Twenty years ago, when Al Gore (ha!) invented the internet, the quest to place the capability onboard the corporate jet had begun. A similar capability had been available in military and government aircraft, however, it was severely limited. AFIS (Airborne Flight Information System) and SAT-AFIS, were also very early forms of airborne electronic communication...but internet access?

Manufacturers of airborne communication equipment subsequently created software and hardware patches to utilize the dial-up properties of their air-ground communications systems, to allow dial-up internet access. The dial-up speeds, even after slight improvements, were still painfully slow even by the standards in those days. The speed and bandwidth improvements made in the Inmarsat systems and Swift-64 could not keep up with the content and bandwidth requirements of internet use.

FINALLY, there are solutions which place broadband access at your fingertips in the air. With the advent of the newest generation of Inmarsat I4 satellites, SwiftBroadband has brought 432Kbps speed and bandwidth to bizav aircraft. The Inmarsat solution is available through many different hardware manufacturers. The most likely aircraft for the Inmarsat solution are the larger bizav aircraft capable of intercontinental travel due to the size of the intermediate and high-gain antennas required for the system. There are some antennas available now which make the Inmarsat solution more palatable for the mid-size bizav aircraft.

Aircell Broadband is another option for placing internet access onboard corporate aircraft. The Aircell solution is a ground-based solution which offers incredible speeds, but is only available over the continental United States above 10,000 feet. The architecture of the Aircell system makes it attractive to nearly every bizav aircraft in nearly every class.

The other solution for bizav operators is the KU-band satellite-based solution. The KU-band solution was originally developed by Boeing for military and government use and is just now becoming available for corporate aircraft. The KU solution is targeted toward the heavier corporate jets, which can bear the size and weight of the equipment. The KU-band solution is a satellite-based solution that is nearly global in its coverage area.

I've spoken with several bizav operators currently using the available systems. Their response has been very positive. The uses for in-flight broadband services are varied and even varied among operators depending on the primary mission of their corporate jet fleet. The positive feedback is almost universal, with operators enjoying how the systems are much simpler to use and log onto than previous. The speed and capability of airborne broadband have given operators access to various tools like never before. Those operators whose primary missions are within the continental United States utilize the available systems for priorities such as web-based office productivity, entertainment and cockpit services. Priorities change a bit when speaking with operators who routinely fly overseas.

Matt Nelson, Duncan Aviation Satellite Operations Manager