The Duncan Download Blog: Business Aviation Advice & Observations

"To get more women in the field (aviation)is to be the woman in that field. Be brave. You can do it. Others will come join you.” Karen Iten, Engineering Designer

Many women work daily in technical roles at Duncan Aviation. These women are airframe mechanics; avionics and engine technicians; interior and paint specialists; design, electrical, computer, and structural engineers; and flight line reps. Even though aviation is traditionally a male-dominated field, there are plenty of career options available for women with rapid growth and excellent salary potential.

Read on about four of these women–an airframe shift supervisor, landing gear master technician, avionics crew leader, and an engineering designer–who have decided to take the road less traveled and make their way and careers in aviation at Duncan Aviation.

Do What You Love

At the age of seven, Jayme Park had her first experience floating in a hot air balloon. But it wasn’t until the young impressionable age of 12, when she rode in a D23 biplane at an airshow, that she knew she wanted a career in aviation. “I was hooked.”

She pursued that dream and for the last 21 years, Jayme has been working for Duncan Aviation in Battle Creek, Michigan. She is the shift supervisor leading teams of airframe, engine, fuel, interior, and accessories technicians. She has enjoyed her tenure and feels very fortunate for her career at Duncan Aviation. “I am lucky. I get to do what I love, for a company that values me for my skills and leadership abilities.”

Be Confident In What You Know

Sarah White has had two aviation careers. The first, courtesy of the United States Air Force, took her around the world working on hydraulics, flight controls, wheels, inflight refueling, and weapons systems aboard Boeing B-52s, F-4 Phantom II fighters, and KC-135 Stratotankers.

After retirement from the military, her second aviation career began when she saw an advertisement for a hydraulics technician in Lincoln, Nebraska, while reading her newspaper and drinking her morning coffee. Twenty-three years later, Sarah is the senior member of the team and a master technician overhauling landing gear for business aircraft such as Challengers. 

Being the only woman on a team of men is not without its conflicts, but Sarah says for the most part it has been a positive experience. “Bias happens, but not as often as you would think.” Her advice to anyone doing what she does is to be confident in what you know and then put your head down and do the work. She says it’s customers who are sometimes caught short when she is called in for a consultation. “But as soon as I begin talking intelligently about the squawk and what I am going to do about it, we move past it quickly.” She says it is important to be able to take pressure and criticism on the job, no matter who you are.

Encourage And Support Others

After five years in the U.S. Navy and with an advanced electronics and avionics degree from Colorado Aero Tech, Kelly Allman found her way to Duncan Aviation in 1999 and onto the hangar floor as an avionics installation technician. Her first assistant manager was another woman, who from the very beginning expected the best from Kelly. “She always expected the most out of me and held me and the rest of the team to a very high standard.” Kelly is very appreciative of her expectations, advice, and encouragement because “I wouldn’t be where I am now without it.”

Today, Kelly is a crew leader of a team of nine avionics installation technicians. She expects the best from them. “When you’re touching these aircraft, you have to bring your best. You are touching lives. It doesn’t matter if you’re male or female.”

Just Do It

As the only engineer at Duncan Aviation’s Provo, Utah, location, Karen Itin is kept busy creating schematic drawings for interior structures supporting aircraft cabinets, seats, and antennas. It is this behind-the-scenes aspect of her work that she likes most about her job.

When she first started, technicians would come off the floor looking for the design engineer, and it was obvious they were looking for a man. “You can’t take it personally. Instead, you use it as an opportunity to communicate and show them what you can do.”

Her advice to young women thinking about exploring a career in a field that has been traditionally dominated by men is to “Just do it!” The only limitations are the ones you place on yourself. To get more women in the field is to be the woman in that field. Be brave. You can do it. Others will come join you.”

---

“Once he saw the 3D renderings with the materials selected, he signed the contract, and we got to work.” Rachael Weverka, Duncan Aviation Lead Designer

Duncan Aviation Lead Designer Rachael Weverka recently worked with a customer who wanted extensive renovations on his G-V (Gulfstream V). He was a designer’s dream in that he was easygoing, knew what he wanted, and was open to her ideas. But before he would sign a contract, he wanted to see how the colors, patterns, and materials all came together.

Rachael worked with Dan Ryba, one of Duncan Aviation’s Multimedia Illustrators, who produced 3D renderings of what an aircraft would look like with the proposed design.

“I’d met with our customer at his hangar, and he was anxious to get started on the project because he had an upcoming flight overseas and needed the renovations completed prior to that trip,” says Rachael. “Once he saw Dan’s 3D renderings with the materials selected, he signed the contract, and we got to work.”

Completions and Modifications Sales Representative Joep Cuppens also worked on the project, which included complete custom-designed exterior paint.

“We can’t all envision what a finished project is going to look like, and the 3D renderings really take away the guess work,” says Joep. “Several of my customers have asked for them, and they’re delighted by what they see. Even better, they’re especially pleased that the finished product looks like the 3D renderings.”

Photos: Left-before interior refurbishment; Middle-3D rendering; Right-after interior refurbishment

Carpet conundrum

The time frame for the workscope was a bit tight, and Rachael immediately ran into a potential delay.

“The owner liked the concept of his existing carpet but wanted to change it slightly for an updated look,” says Rachael. “Unfortunately, the existing carpet required all hand-stitching, which adds quite a bit of time to the manufacturing process. We knew that wasn’t an option, so I redesigned it to be mostly machine-made with some custom overtufting for the pattern.”

After discussing the predicament with the carpet manufacturer, Rachael was told if she created the computer templates for the repeating patterns that she had designed, they could make the carpet according to her specifications. She created the templates and sent them to the manufacturer. Using those templates, the machine that stitched the carpet incorporated Rachael’s patterns, and the manufacturer was able to make and deliver the carpet on time, keeping the project on its tight schedule.

It’s all in the details

In addition to paint, the exterior renovations included new steps, which were a unique design with their polished aluminum panels for the risers and black step tread. The mirrored finish is quite striking, and the customer loved them!

Rachael’s designs made big changes to the interior of the aircraft, right down to the smallest detail. For instance, the faucet was a standard faucet that needed to be updated to match the new interior. Rachael had a faucet in mind; it was one she’d used on another G-V.

“This new faucet is a lot like the one that’s commonly used on many aircraft but is constructed to be more durable,” says Rachael.

The new black Corian countertops served as perfect complements to the veneer with its dark grain, and the eye-popping cream accents kept the cabin from appearing too dark. The black pinstriped divan brought in some masculinity, and the soft, cashmere-covered pillows at every seat provided warmth and contrast.

For extra comfort during overnight flights in and out of the United States, Rachael found a company that makes custom linens, pillows, and foam beds that are contoured to each seat.

“The big challenge for this project was the time frame; we wanted to meet the original delivery date so the customer could use this aircraft for an overseas flight,” says Rachael. “With the quick decisions by the owner, and the incredible efforts of all of the team members who worked on this aircraft, we were able to deliver on time. The owner ended up not being able to go on his overseas trip, but the aircraft was ready if he needed it. Instead, he ended up taking delivery in time to make multiple flights to evacuate his family ahead of Hurricane Irma.”

---

Spring 2018 Duncan Debrief

You can read more about this and other articles in the 2018 Spring Duncan Debrief. 

More than 500 of Duncan Aviation’s 2,150 current team members are actively in the military or are military veterans. That’s roughly 24% of the Duncan Aviation workforce.

“Members of the US military are dedicated individuals who bring a unique set of experience and skills to the Duncan Aviation team,” says Jennifer Monroe, Duncan Aviation’s Senior Talent Acquisition Specialist. “Many career skills, both hands-on and soft skills, gained during active duty, transition effortlessly to a position with Duncan Aviation.

“Duncan Aviation actively recruits veterans because their exceptional experience aligns well with our high-quality reputation and core values,” Jennifer continues. “We work very closely with military organizations to transition people from military to civilian careers. We provide transition advice to potential team members and their families in the hopes of providing an easy way to take their military skillset and help them apply it to another career.”

Duncan Aviation partners with a variety of military organizations throughout the county to connect with individuals who are transitioning out of full-time service.  

Entering civilian employment is a major life adjustment, but there are many aspects of Duncan Aviation that veteran team members say remain the same: attention to detail, focus on getting the job done right, and the support from fellow employees.

“Duncan Aviation team members helped me considerably move from a government business to private industry,” says Keith Schell, Duncan Aviation’s Manager of Parts & Rotables Sales, Avionics and Accessories and a former Brigadier General with the Nebraska Air National Guard. “There are similarities between the military and Duncan Aviation, like leadership skills, hard workers, high ethics, etc. But there are tremendous differences, too, such as for-profit management and different employee regulations. Everyone has and continues to help me make the transition after nearly 36 years in military employment, and I couldn’t be more appreciative.”

Duncan Aviation Challenger Airframe Tech Matt McGinn, a former E-5 Aviation Structural Mechanic for the US Navy, agrees that the transition from working in the military to working at Duncan Aviation was easier than anticipated. “The Navy and Duncan Aviation have many similarities, from maintenance documentation to safety policies and many other aspects. With my five years of Navy experience working on MH-60S Seahawk helicopters aboard the USS Nimitz, I was able to test for my A&P upon separation with the Navy and Duncan Aviation sent me to Nashville to obtain my A&P certificated with Bakers School of Aeronautics. I am very grateful for that.”

Jennifer says, “Our veterans have been and will continue to be a huge part of our company, and many team members continue to serve in the Reserves or the National Guard during their careers at Duncan Aviation.”

Duncan Aviation is a proud support of the Guard and National Reserve (ESGR). As an employer, Duncan Aviation provides managers and supervisors with the tools needed to effectively manage employees who actively serve in the Guard and Reserve. We also pledge our support to hire veterans returning from service to our country as part of the Utah Patriot Partnership Program and as a Michigan Veteran Friendly Employer.

“Service to our country is something that is important to all of us,” Jennifer says.   

Everyone is talking about the pre-owned market being stronger at the start of 2018 than it was last year. However, I’m going to venture a guess that most of us have heard this story a good number of times year after year. In fact, the number of green shoots stories that were published throughout the period of the Global Financial Crisis really did wear thin with most of us in the sector. What actually happened was that we all started to ignore the spin and looked at such media with some considerable cynicism.

So, what’s different this year?

The start of 2018 was a real whirlwind with a significant increase in deals, reducing inventory, and just about every broker attending Corporate Jet Investor London at the end of January was talking of a real market shift. At long last we were starting to see that buyers had choices. So did sellers. There was even bullish talk of it being a buyer’s market. In reality, then, as it is now, there are sectors of the market that are performing extremely well while a few are still lagging behind.

According to AMSTAT, sales in January increased by more than 12% followed by sales reductions in February and March, bringing the end of the first quarter of 2018 to a disappointing 5% reduction in retail transactions. However, there’s a buzz in the market more so than we have seen in recent years.

A few sectors really have come alive and whilst overall inventory for sale is now around 9.5%, there are many aircraft where the percentage is just 2% or 3%. Unfortunately, the overall market is hugely skewed by far too many older aircraft remaining for sale for far too long. The reality is that many will never sell and serve no real purpose other than to unfairly inflate the for-sale statistics.

Looking at this in greater detail according to the latest AMSTAT data, 27% of the aircraft for sale are more than 30 years old. This statistic rises to 46% when considering those over 20 years. Just 21% are 10 years old or less. If we remove the aircraft that are probably never going to sell, the market statistics look a lot better. For now we are stuck with the skewed history. Even so, there’s a clear trend of reducing inventory over recent years and more importantly over recent months, as well as plateauing values so there are real signs of improvements.

At Duncan Aviation we have had a promising start to the year and have seen a good number of sales and acquisitions complete during the first quarter. As a result of this, we are busy looking for new opportunities to sell aircraft. If you feel that Duncan Aviation can assist you in the sale or purchase of an aircraft for you, please don’t hesitate to get in touch.

Please phone me at +44 7836 352 676 or email at Tim.Barber@DuncanAviation.com. You may also reach out to me via my LinkedIn or Twitter (@Tim_Bizav) accounts.

If you are going to EBACE, please stop by our booth – #E89 – to find out more.

Oh, and the hot sectors I mentioned earlier? I’m afraid you’ll have to speak to us to find that out!

---

show announcements.

 

When it comes to comparing aircraft maintenance quotes, you should be more concerned about what is not listed than what is.

When comparing maintenance quotes from different MRO (maintenance, repair, and overhaul) facilities, there are a staggering number of variables to consider. It is always unwise to assume the final number on each proposal represents the same level of detail. You should always be asking, ‘What does the quote include?’

To help make this process easier, we have compiled a list of questions and discussion points to help you get the details behind the numbers. This is not an all-inclusive list, but it is a great place to begin.

Here are some things to begin the proposal conversation with your sales rep.

Airframe

• Is the interior R&R included? This is often required to gain access below the cabin floor.
• What about paint touch-up? And if so, is touch-up completed by spray or brush?
• Are there state taxes on parts and labor? Consumables and freight charges? Are they included?
• Are support services like NDT, machining services, hydrostatic testing, included?
• Is tool rental included or an additional charge?

Avionics

• Are engineering fees included?
• Are any additional mods required to complete the workscope, like relocating antennae?
• Does the proposal include just the baseline package or does it outline optional features of the system being installed?
• Is the MRO including other recommended options based on feedback from other operators who have installed the system?

Paint

The number of variables that impact a quote for paint and interior completions work is nearly inexhaustible.

• In addition to the base paint quote, does the proposal include painting the entry air stair?
• Does that include replacing the step tread or masking around it?
• How many stripes and stripe colors are included?
• Are metallic stripes an up-charge?
• Is there design support if the paint scheme is changing?
• What are the options if you request a custom or second base color, wing color, tail color, or logo?
• Is painting of the wheels and landing gear included?
• What is the warranty?

Interior

Aircraft interiors is an area where it can be difficult to gauge the extra effort and care that might go into the project but that isn’t clearly represented by a number. Clarify if your interior proposal includes:

• Is the foam replaced during the seat upholstery or just the dress covers?
• What type of material is being quoted for upholstery of the divan, leather or fabric?
• Is rewebbing of the seatbelts included in the upholstery of the seats and divan?
• If it is a partial interior, and the leather color is changing, are all the leather items quoted for recovery (curtains, entry door shrouds, lavatory seat, etc.)?
• Is the carpet being replaced hand-made or machine-made? Is the carpet pad being replaced and if so, is the new pad being installed equivalent to the existing pad or does it provide additional thermal or acoustical qualities?

Engine

Always provide your logbooks up front. Doing so will get you an accurate quote on Service Bulletins, life-limited component replacements, and required Airworthiness Directives.

For non-program engines determine what level of service is being quoting. If only quoted the lowest minimums available for the engine, you can bet you will end up paying more in the end. Always ask the MRO to be up front about the expected expenses and the parts and other components that typically need replacement.

In addition to the base engine overhaul price, ask if the quote includes:

• Service Bulletin status
• Life-limited component replacement
• Airworthiness Directives
• Shipping charges
• Discrepancies

Landing Gear

Landing gear quotes can be offered in a variety of pricing structures. NTE (Not To Exceed) is the most popular and the structure used most often at Duncan Aviation. With NTE, you are provided with the maximum quote and an assurance your final bill will not exceed that quote. Often, the final bill is under the NTE price.

Other options are Firm Fixed and Standard. With Firm Fixed, you are provided with the final bill before your gear arrives. It comes with a no bill-back guarantee, regardless of the condition of the gear. Standard Pricing includes all labor required to perform the normal inspection or overhaul and required parts. Any discrepancies found during the inspection that require additional parts and labor will be quoted over and above.

Whichever pricing structure you select, pay close attention to the exclusions on the contract. They can add extensive additional costs not included in the quote. These include additional customer requests, optional Service Bulletins, missing or abused parts, replacement of life-limited parts, and engineering fees, if required.

When reviewing your landing gear proposal, ask the following:

• Does it include shipping costs for outsourced components?
• Are parts or other special programs included in the pricing?
• What are the contract exclusions?
• What parts are considered over and above?
• Are discrepancy and repair costs included in the labor flat rate?

You Play A Part

Evaluating the many quotes an operator receives in the course of preparing for an aircraft service event can be an overwhelming experience.

Ultimately, the success and satisfaction of a maintenance event is a team effort. You are as much a part of the team and its success as we are.

Bottom line…call and allow us the opportunity to walk you through the quote so you can better understand the proposal details as well as the ultimate workscope.

If you upgraded early for ADS-B between 2012 and 2014, your equipment is not compliant with the January 1, 2020, mandate deadline.

Duncan Aviation has spent the last 5 years educating our customers about the FAA’s upcoming mandate deadline for ADS-B Out (Automatic Dependent Surveillance-Broadcast Out). We’ve also performed hundreds of upgrades at our full-service facilities in Battle Creek, Michigan; Lincoln, Nebraska; and Provo, Utah. Duncan Aviation’s network of Satellite Avionics Shops have performed more than 500 installations and even have a dedicated reservation program to make it easier for our customers to get their aircraft into compliance before the deadline at 12:01 am on January 1, 2020.

Recently, several of our customers who upgraded early for ADS-B to the DO-260A standard (to meet compliance in Australia, the Hudson Bay, and the Gulf of Mexico) have received letters from the FAA, alerting them to the fact that they are not in compliance with the ADS-B mandate.

The letters state that the aircraft is equipped with an NPE (Nonperforming Emitter), and that means the system in the cockpit is not transmitting data in compliance with the mandate’s standard. This may have been caused by installation errors, flight crew errors, or hardware that doesn’t meet the performance standards. If the older transponder in your aircraft was simply swapped out, chances are your aircraft is not compliant.

The standard adopted by the FAA in 2010 and the rest of the world’s civil aviation authorities is DO-260B, and it requires the following equipment:

• 1090-MHz Mode S Extended squitter transponder capable of transmitting data from the cockpit without prompting from the pilot or ATC (Air Traffic Control)
• GPS/WAAS (Wide-Area Augmentation System) position source (normal GPS does not meet the standard)
• ADS-B system fault annunciator
• A path to certification

The mandate requires the entire upgrade unless you plan to fly below 10,000 feet and avoid Class A, B, and C airspace.

Problems With Earlier Standards

Duncan Aviation experts have spoken with several operators who believe that their aircraft is ADS-B compliant. Upon receiving the FAA’s letter, however, it became apparent that they were not, and they sought advice from some of the managers at the Duncan Aviation Satellite Avionics shops.

“If an operator upgraded their equipment from 2012 through 2014, the standard for ADS-B at that time was DO-260A,” explains Matt Nelson, Duncan Aviation’s Satellite Operations Manager. “Since that time, the FAA and Civil Aviation authorities around the world agreed on the DO-260B standard for transponders. That means equipment manufactured and installed before that agreement is not compliant with the January 1, 2020, mandate deadline and the older transponders do not use the predictive forecasting or annunciators that are required by the DO-260B standard.”

For more information, contact Matt Nelson. 

These transponders can be upgraded and brought into compliance by Duncan Aviation or the OEM by installing a WAAS position source, fault annunciation system, and wiring interface—as previously mentioned.

How to Check Your Compliance
If your aircraft has been upgraded for ADS-B, the FAA advises you check to make sure it is working properly. You can do this with the FAA’s Public ADS-B PAPR (Performance Report) tool, inputting information about your aircraft, including tail number, ADS-B equipment, make/model , and flight date.

The FAA then sends the PAPR to the user’s provided email address, usually within 30 minutes. The PAPR can detect operational deficiencies with your ADS-B transmitter as well as verify if your system’s call sign is matched properly with the aircraft. The FAA cautions that operations close to ground level or near the fringes of ADS-B coverage might not yield accurate results.

You can find this tool at the following link:

https://adsbperformance.faa.gov/PAPRRequest.aspx

When to Check Compliance
“When we upgrade your aircraft for ADS-B, our techs perform the ground testing required by AC 20-165b to verify the ADS-B integrity before the aircraft flies,” says Manager of Satellite Operations Matt Nelson.

James Kenney, an aviation safety inspector with the FAA, suggests operators run a PAPR report after conducting a few flights in rule airspace after an ADS-B installation.

“This will let the operator know if everything is functioning properly,” Kenney says.

He also suggests that a new report be run after a few flights in rule airspace if maintenance or repair work is conducted on the aircraft’s avionics systems.

Peace of Mind

We are 20 months from the ADS-B Out mandate deadline. To provide peace of mind for your flight operations, be sure to schedule your ADS-B installation now . . . and remember to verify your compliance with the FAA.

For more information, contact Matt Nelson.

 

According to the most recent data from the FAA (Federal Aviation Association), slightly fewer than 10% of all U.S. registered ADS-B (Automatic Dependent Surveillance Broadcast)-equipped aircraft are NPE, or non-performing emitters. Having NPE means the aircraft’s ADS-B Out system is not transmitting in compliance with FAR (Federal Aviation Regulations) 91.227.

Here are some common issues that result in having NPE:

1. Incorrect software version or improper system configuration can result in reduced aircraft position integrity/accuracy.
2. Incorrect emitter category results when the aircraft’s ADS-B system is transmitting the wrong emitter category based on its maximum take-off weight.
3. Incorrect Flight ID is a result of the aircraft registration for Mode S not matching the Flight ID.
4. Transmitting airborne data while the aircraft is on the ground.

Is Your ADS-B Equipment Compliant?  

Go to FAA Website: https://adsbperformance.faa.gov/PAPRRequest.aspx and request a PAPR (Public ADS-B Performance Report). A PAPR provides an additional method of verifying proper operation of ADS-B equipment.

After answering a few questions about your ADS-B installation, you will receive a report from the FAA showing what parameters have failed, if any. Instructions and a User’s Guide can be found on the website.

If you have not complied with the upcoming FAA ADS-B mandate, the time is now. For more information, go to: www.DuncanAviation.aero/adsb

If aircraft are sitting on the ground after the deadline, they aren’t useful to anyone.

For the April 2018 issue of AvBuyer magazine, Matt Nelson Manager of Satellite Operations at Duncan Aviation wrote the Guest Editor’s ViewPoint. There are about 20 months remaining until the FAA’s December 31, 2019, deadline to upgrade aircraft to ADS-B (Automatic Dependent Surveillance-Broadcast), and Matt wants to reiterate Duncan Aviation’s message regarding ADS-B.

Qualified Shop With Experienced Avionics Technicians

It’s important to get the upgrade done at a qualified facility. Counting installations performed before 2017, Duncan Aviation has completed more than 520 ADS-B installations to date, and has capacity for another 1500 by the mandate deadline. We consider our organization to be the foremost ADS-B compliance experts across all aircraft makes and models.

Qualified shops around the United States are making a dent in the numbers; it’s estimated that roughly 40% of the fleet has been upgrade. Matt pointed out that Duncan Aviation and other MROs are trying to let our customers know that aircraft in need of ADS-B upgrades are going to be vying for available space in the remaining 20 months. In fact, the monthly rate at which the remainder of the fleet needs modification is 390 aircraft, and the current rate is 190 aircraft per month. As we get closer to the deadline, there will be an increasing shortage of hangar space and qualified shops with experienced avionics technicians.

Hangar Space

In 2017, Duncan Aviation’s nation-wide network of Satellite facilities allotted space and labor for 300 upgrades. Because our technicians gained proficiency with every installation, the shops increased their capacity to 460 installations in 2018 and are planning for nearly 600 in 2019.

At several of the Satellite Avionics Shops Duncan Aviation’s customers are taking advantage of the proximity of our skilled technicians and having their entire fleets upgraded.

Deadline Firm

We’ve been repeating this message for several years: Upgrade now, please don’t wait until the last minute; the deadline isn’t going to change, and parts and labor prices are not going to drop. We really want to reiterate that there are no magic bullets on the horizon for your ADS-B upgrade. The OEMs have spent millions of dollars developing solutions for their platforms, and they aren’t going to develop anything with a lower cost or that’s easier to install in the final months before the deadline. In fact, most vendors have already announced price increases for this year and next.

We also want to make sure that the industry understands our objectives in light of the mandates in general. Our objective is to ensure that our customers become compliant by the deadline in order to keep their aircraft flying. If aircraft are sitting on the ground, they aren’t useful to anyone.

Click below for information on scheduling a time to upgrade your fleet or aircraft.

The Avionics Technicians at Duncan Aviation go to great lengths to help customers.

 On a snowy Saturday in Lincoln, Nebraska, Manager of Satellite Operations, Matt Nelson, got a call from a customer with an N-registered Embraer Phenom 300 that was AOG in Medellin, Colombia in South America.

The customer had a flight scheduled on Wednesday, but his Phenom needed an RVSM (Reduced Vertical Separation Minimum) inspection before it could fly again. Another company had been scheduled to perform the inspection but had canceled at the last minute, so the inspection date had passed and the customer and his Phenom were AOG.

Edduyn Pita, Manager of the Duncan Aviation Satellite Avionics Shop in Atlanta, Georgia, offered to fly to Medellin, Colombia and perform the inspection. First, he had to locate PitoStatic adapters, necessary for the inspection, and he found them at the Duncan Aviation Satellite Avionics Shop in Kansas City, Missouri. The Kansas City shop Manager, Jeff Aman, shipped the parts, Edduyn received them on Monday, and he flew to Colombia early Tuesday morning with the parts and test equipment.

“As soon as I landed, I went straight to the airport authority where I had to go through extensive security procedures,” says Edduyn. “In addition to passing through top security, I had to watch a 15-minute safety video, sign a bunch of forms, and get a badge. I was also briefed on how to conduct myself at the airport!”

By 4pm that day, Edduyn was working on the Phenom, and he finished the inspection around 9pm. The following morning, he performed a compass swing, which calibrates the compass system, and he signed the Return to Service certification

An hour later, the Phenom was on its way to Miami, Florida, 3 ½ hours away. Before flying back to Atlanta, Edduyn visited a local market, where he sampled wares from a few food vendors. His favorite was bandeja paisa (paisa platter), the national dish of Colombia.

You can download the free Duncan Aviation AOG Services app from iTunes or Google Play before you’re AOG so you can send an AOG request immediately, find tech support 24/7, contact the team or shop nearest you for assistance, and much more (www.DuncanAviation.aero/services/aog).

To schedule inspections and routine maintenance and prevent a potential AOG situation, call one of our full-service facilities in Battle Creek, Michigan, Lincoln, Nebraska, and Provo, Utah (www.DuncanAviation.aero/locations/#fullservice) or call the Duncan Aviation Satellite Avionics Shops and workaway stations is nearest you (www.duncanaviation.aero/locations/#satellites).

A little over 10 years ago, we began the search for a new western location. The need was driven by industry partners, customers, and a general feeling that Duncan Aviation needed a presence in the region. After establishing operations in 2010, we are now within 12 months of opening a new Duncan Aviation-caliber full-service maintenance and modifications hangar in Provo, Utah. Within 14 months of this first hangar opening, we will complete the rest of the nearly 280,000 square-foot campus, including a second maintenance hangar, full paint facility, all supporting back shops, and general customer/employee support areas.

Extending the full-service Duncan Aviation brand west is exciting for several reasons. This is the company’s first greenfield (completely from scratch) full-service construction effort in our 60-year history. We will be closer to longtime customers from all over the western United States. When the campus is up and running, we will have the world’s most innovative and environmentally friendly paint facility for business jet aircraft. All liquid discharge from the process will be evaporated, with minimal remaining solid waste hauled to licensed handlers. All vapor and airborne discharge from the process will be incinerated, using the very latest technology currently available. Our total discharge will be reduced by 98% from the conventional paint process widely used in the industry today. We have focused companywide on green initiatives for many years, and with the new technologies this construction allows us to put in place, this facility represents a quantum leap forward toward our core value of respecting our environment.

This is also an exciting time to be a Duncan Aviation team member! Building an entirely new facility from a native land means that we will need to fill virtually every job function that exists today in our other major facilities. We have been and will continue to work hard as we build an integrated team of experts with widely varied job functions. There are spots for every job from entry level technicians to senior master techs, managers, and team leaders to facilities specialists and customer service experts.

When we began operations in our current Provo facility in 2010, we used a formula of 1/3 seasoned, veteran Duncan Aviation team members, with 2/3 hired from elsewhere in the industry. That ratio proved to be successful at enabling us to quickly pass along the Duncan Aviation philosophy and culture to team members who were new to the company. We plan to follow the same ratio as we ramp up operations for the new campus. Our goal is to offer clients the same level of professionalism and quality service as they would receive at our other locations. They will see familiar faces, along with new. They will experience the same level of attention to detail and professionalism that they are accustomed to at our other locations. And their aircraft maintenance and modifications will be delivered to the same exacting Duncan Aviation standards they have come to appreciate over the years. First-time Duncan Aviation customers to Provo will experience a genuine welcome to the culture and the openness which defines us.

Here are some comments made by recent Duncan Aviation-Provo customers:

“Great crew. We look forward to future projects.” – Lane Clayson, Idaho Investments

“The team at Duncan Aviation-Provo did an excellent job with the 96-month inspection, which transitioned into a challenging pre-buy during the regular inspection. Project Manager Corey Johnston did an excellent job keeping me informed and the work order straight. The invoicing was challenging due to warranty, routine inspection, pre-buy to include buyer and seller, but Corey and the team did an excellent job of following through with any outstanding items and providing explanations for the charges or credits. All-in-all, it a great visit with some challenging moments that the Duncan Aviation team pulled off.” – Bob Baker

“Great crew in Provo and very accommodating. Even with extra squawks, the airplane was delivered on time! Thank you, Jason (Kinnan) and the whole crew!” - Kent Long

“From the top down to the newest tech, all have the best work ethic I have ever experienced in my 40+ years using service centers. As the job progresses and new issues are added to the work load, the can-do attitude is great. My only worry would be that I hope they get some time off! I would be happy to return.” - KC Kenzel