The Duncan Download Blog: Business Aviation Advice & Observations

In March of 2010, the first blog post for the Duncan Download was published. Today, in honor of our 100^th blog post and the success of all of Duncan Aviation, we are sharing with you a list of 100 achievements, milestones and down-right cool things to brag about that have occurred at Duncan Aviation since the first post.

Celebrate with us.

Company

1. 55^th anniversary of company founding observed
2. 168,377 square feet of leather goods purchased for new aircraft interiors at BTL and LNK
3. 5,457 Component Solutions customers served worldwide
4. 7,259,089 gallons of Jet A fuel sold at Kalamazoo, MI (AZO), Battle Creek, MI (BTL) and Lincoln, NE (LNK)
5. 133,864 gallons of Avgas sold at AZO, BTL and LNK
6. 1,652 aircraft delivered out of maintenance at BTL, LNK and Provo, UT (PVU)
7. 615 business aircraft maintenance road trips to seven countries from all locations
8. 160 business aviation conventions and events attended by Duncan Aviation
9. 1,342 AOG engines returned to service in the field by Engine Rapid Response
10. 1,810 engines returned to service out of BTL and LNK
11. 204 TFE731 MPIs performed in LNK
12. 22 Pratt & Whitney Hot Sections performed in BTL
13. 126,077 Fed Ex packages shipped and received totaling 3,709,389 pounds
14. 258 aircraft interior refurbishments performed in BTL and LNK
15. 93 business aircraft painted at BTL
16. 141 aircraft Wi-Fi solutions installed per a STC at all locations; majority under a Duncan Aviation STC
17. 157 in-flight internet solutions installed. Duncan Aviation is the market leader
18. 30 WAAS/LPV systems installed at all locations
19. 25 Falcon winglets installed at BTL and LNK
20. 52 Falcon dry bay mods completed at BTL and LNK
21. 24 Gulfstream water line ribbon heaters upgrades (ASC 469/173) performed
22. 63 business aircraft prebuy evaluations performed in BTL, LNK and PVU
23. 624 aircraft landing gear legs overhauled
24. 1,851 aircraft batteries overhauled or reblocked
25. 13,710,410 aviation parts sold
26. 345,000 Component Solutions customer service calls
27. 11,360 aviation tools calibrated
28. 2,355 NDT inspections performed
29. Secured full contractual logistic support for the Mexican Navy Lear program 
30. 4 year F20 contract renewed with Royal Norwegian Air Force
31. 13,800 additional labor hours contracted with Offutt AFB in OMA
32. 1 year contract renewed with Egyptian Air Force
33. 2 L60 Flight Inspection Aircraft delivered to the Malaysian Department of Civil Aviation
34. Signed contract for Egyptian Air Force G3 Hush Kit installation
35. 62 customer dinners at BTL and LNK
36. 10 customers serving on Duncan Aviation’s Customer Advisory Board
37. 10 members of Duncan Aviation’s Board of Advisors
38. 10 customers to serve on the new Duncan Aviation European Customer Advisory Board

Facilities

39. 25^th anniversary of Avionics Satellite Network observed
40. 10^th engine Rapid Response location opened in Seattle, WA
41. 4 new Satellite Avionics locations opened
42. 3^rd aircraft maintenance facility opened in Provo, UT, with Bombardier (Challenger/Learjet) Authorization
43. 1 new paint hangar construction project breaks ground at LNK
44. AHA Fit Friendly Platinum awarded to BTL and LNK
45. Regional Health Alliance Workplace Wellness Award presented to BTL
46. 2010 United Way Corporate Volunteer Company of the Year presented to BTL

Authorizations & Certifications

47. 30th anniversary of Honeywell Authorized TFE731 Major Service Center
48. 51 revisions approved for existing STCs
49. 8 type design amendments approved for existing STCs
50. 16 new STCs issued
51. 7 Wi-Fi STCs issued in seven airframes, including the first Wi-Fi STC in the Citation 750
52. 6 WAAS/LPV STCs issued, including the first Learjet 31A, the first Honeywell NZ-2000 FMS in a Falcon 900B and Challenger 601-3A
53. 6 foreign certificates renewed by audit
54. 5 PMA supplements added
55. 4 interior alteration STCs issued
56. 1 FIS STC issued
57. First iPad integration for Cabin Control in Falcon 900 certified, iCabin service mark earned
58. PVU named Embraer Authorized Service Facility for Phenom 100, 300
59. New authorizations added to China CAAC Repair Station Certificate
60. Named exclusive repair service provider for Avidyne Legacy Display System

Private Flight Services

61. Launched Safety Management System
62. 11 aircraft owned, managed and operated
63. 2,800 flight hours flown by 13 Duncan Aviation pilots
64. 1,000,000 miles flown by 13 Duncan Aviation pilot

Team members

65. 20^th anniversary of Duncan Aviation Project Manager Services
66. 10^th anniversary of Engine Rapid Response AOG Services
67. 475 military veterans serving at Duncan Aviation
68. 312 new Duncan Aviation employees hired
69. 230 technicians attended OEM factory training for 14 airframe or engine types
70. 12 Duncan Aviation employees retired
71. 217 employees volunteered for the 2010 National Special Olympic Games in Lincoln, NE
72. 35 Duncan Aviation employees employed at least 25 years inducted into Silver Wings Club
73. 77 babies born to Duncan Aviation families
74. 15 employees serving on business aviation industry boards
75. 13 employees qualified in or expanded responsibilities as Unit Members under ODA designation
76. 20 multilingual representatives located in 14 countries
77. 1 new European Regional Manager
78. 2,746 vacation hours donated to fellow coworkers in need
79. 2,327 items of food donated to local food programs
80. United Way Corporate Volunteer Company of the year for 2010 (BTL)
81. $177,981 raised for United Way at LNK, BTL and AZO
82. Generously supported many other local charities in every community  

Informational Resources

83. Job status tracking launched for myDuncan.aero
84. ADS-B Straight Talk book published.
85. Field Guides published about business aircraft Issues
86. The Duncan Download Blog launched
87. “Understanding WAAS/LPV” Video Series launched
88. 73 Duncan Intelligence articles published
89. 72% increase in new visits to www.DuncanAviation.aero
90. Updated company logo designed and introduced
91. Company video, websites and brochure launched in five languages
92. Web directory expanded to include profiles of customer contacts
93. WAAS/LPV calculator launched to demonstrate technology value
94. Inflight internet system selection tool launched

Additional Service Offerings

95. Bombardier Global Service capabilities expanded
96. Phased Interior Maintenance program launched
97. Interior Program with 14-Day Downtime Guarantee launched for Learjet and Citation models
98. Chrome-free paint process launched
99. New avionics capabilities for Avidyne Flightmax indicators, ELTA and Socata ELTs
100. Earth-friendly interior materials selected for interior refurbishments

Contributed by Mark Winter, Satellite Avionics Manager at Houston, Texas (HOU).

Your ADS-B budget plan will depend on the make/model of your aircraft and your future flying needs. Begin budgeting now.

Mark Winter, Satellite Avionics Manager from Houston (HOU) continues his ADS-B series with answers to common questions about the costs and benefits of becoming ADS-B compiant.

What are the costs and downtime associated with becoming ADS-B compliant?

Costs will vary depending on the age, size and existing onboard systems on your aircraft. I anticipate the costs will be lower for newer aircraft with more modern avionics suites that have EFIS and WAAS and higher for aircraft with older transponders and non-precision GPS and Flight Management Systems.

Downtime will be different for each aircraft depending on what is required for each to become compliant.         

Is ADS-B worth the investment older aircraft?

Unfortunately, the investment required to make older aircraft ADS-B compliant may easily be more than the aircraft is worth. If that is the case, it may be time to trade up and find an aircraft that can more easily support the upgrade. If you plan to keep your aircraft for another 7-10 years, the investment makes more sense.  

What are the operational benefits of ADS-B?

Operational benefits are simple. Because non-ADS-B certified aircraft will not be allowed in controlled airspace, all other aircraft will be able to operate safer in the air and on airport taxi-ways.

For more information about ADS-B, download "Straight Talk About ADS-B" at www.DuncanAviation.aero/straighttalk

Mark Winter serves as the Satellite Avionics Manager for the Houston, Texas avionics shop, specializing in avionics modification and full line maintenance. He began working in aviation in 1988.

Contributed by Adrian Chene, Avionics Tech Rep.

High Speed Data troubleshooting requires advanced techniques. Get your OEM tech reps involved early.

Because HSD troubleshooting requires advanced technical expertise, I recommend you involve your field service and equipment manufacturer technical representatives early in the troubleshooting process and remain in contact with them.

All Inmarsat and Aircell HSD terminals have fault logs that can be downloaded to assist in troubleshooting. Download these logs and provide them to your service provider and equipment manufacturer technical reps. If available, use the time at the end of the installation process to ensure that your personnel have a good understanding of fault log retrieval and location of system documentation and components.

At Duncan Aviation, we often provide configuration excel files and installation manuals for new equipment installations. These describe set-up and configuration information to assist customers and maintenance departments with future troubleshooting if required.

Who are your field service representatives? Your Aircell service representative will be your equipment manufacturer. For Inmarsat equipment, you should remain in contact with both the service provider tech rep and equipment manufacturer field service rep. If you do not have manufacture contact information, consult the facility that installed the equipment.

Duncan Aviation certifies and installs inflight internet and Wi-Fi solutions for business aircraft. For help troubleshooting an internet connection issue in your aircraft, contact the Duncan Avionics installation and line maintenance location nearest you.

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.

Contributed by Mark Winter, Satellite Avionics Manager at Houston, Texas (HOU).

The road to ADS-B compliance by 2020 will have several challenges. But one of the most important things you need to understand is, if you fly an aircraft in the United States and many other countries, ADS-B applies to you.

Below Mark Winter, Satellite Avionics Manager from Houston (HOU) answers questions about the impact of ADS-B on your aircraft.

1. What do I really need to know about ADS-B?

The most important thing the aviation community needs to understand is the ADS-B mandate due in 2020 has nothing to do with the airframe make/model, weight category or cabin size of your aircraft. This mandate is solely an airspace requirement that requires all aircraft to be certified with the ADS-B out equipment by 2020. Simply put if your aircraft is not certified with the correct ADS-B out equipment, it will not be allowed into controlled airspace.

2. How will this impact the operation of my aircraft?

There is no impact to the operation of your aircraft with the exception that the transponder will not be turned to off or to standby while your aircraft is on the ground. The ADS-B Out system will be used on the ground for the ground-based radar system that is currently being used at larger airports.

3. What system upgrade is required to be ADS-B compliant?

If you operate your aircraft in Class A or foreign airspace (outside of the U.S.), your aircraft needs to be equipped with a precision GPS and Mode S transponders with 1090-ES (Extended Squitter). Piston aircraft that operate below 18,000 feet in the U.S. may have the option to install a data link radio, called a UAT and a precision GPS with an altitude encoder.

4. How will ADS-B affect aircraft with older systems?

Many of the aircraft that I see on a daily basis are still equipped with older technology, such as the basic Mode A and C Transponders. These aircraft will need to be upgraded with new transponders. However this is only part of the solution, a GPS that meets the requirements of the ADS-B mandate will also need to be installed.

5. Can aircraft operate without ADS-B Out after the 2020 mandate?

As I have stated before, this mandate is for controlled airspace only. There is airspace that is considered uncontrolled. Non-compliant Aircraft will be able to fly in that airspace. This is not to say that sometime in the future the FAA will require all aircraft to have some sort of ADS-B out equipment.

For more information about ADS-B, download "Straight Talk About ADS-B" at www.DuncanAviation.aero/straighttalk

Mark Winter serves as the Satellite Avionics Manager for the Houston, Texas avionics shop, specializing in avionics modification and full line maintenance. He began working in aviation in 1988.

Contributed by Matt Nelson, Manager of Satellite Operations

Matt Nelson and his team condensed the available information about ADS-B into "Straight Talk About ADS-B" a free booklet available for download at www.DuncanAviation.aero/
straighttalk/adsb. 

Most people in aviation have heard about NextGen, the Federal Aviation Administration's (FAA's) vision for the future of national airspace management and control. That vision is quickly becoming a reality with the 2020 mandate for implementing Automatic Dependent Surveillance-Broadcast (ADS-B).

ADS-B is the first step in the transition of Air Traffic Control (ATC) from a ground-based radar network to a satellite-based system. This FAA mandate will have a huge impact on the entire aviation industry, affecting, to a certain degree, every aircraft in U.S. airspace.

ADS-B: What is it?

In the simplest of terms, ADS-B is a satellite-based transmission system that allows aircraft to transmit (ADS-B Out) and receive (ADS-B In) information to and from ATC ground stations and other properly equipped aircraft.

ADS-B Out will be mandated by the FAA in the airspace that now requires Mode-C transponder. ADS-B In, at this time, will be optional for most aircraft.

NextGen Technologies

As mentioned, ADS-B is just the first step in achieving all of NextGen’s goals. The following are other technologies related to NextGen that are being developed and tested.

• Ground Based Augmentation System (GBAS)
• Multilateration
• Airport Surface Detection Equipment model X (ASDE-X)
• Data Comm Integrated with FMS 

My team and I have spent the last few months finding and condensing information about ADS-B, which we hope will answer many of your concerns on ADS-B for your aircraft. For a more in-depth look, read “Straight Talk About ADS-B” at www.DuncanAviation.aero/straighttalk/adsb.

Feel free to contact our avionics experts with your questions and challenges when the subject of ADS-B arises.

Matt Nelson serves as the Manager of Satellite Operations for Duncan Aviation’s avionics network and is a co-author of “Straight Talk About ADS-B.” He began working in aviation in 1987.

Whether or not you have an in-house flight department capable of minor inspections and maintenance on your aircraft, occasionally, you will need to visit a Maintenance Repair Organization (MRO) for larger inspections requiring specialized tooling, more available trained technicians and the hangar space to efficiently perform all required maintenance.

Whether the workscope is large or small, the planning should be done well in advance in a well organized and methodical manner. The result will be a better experience and a united service expectation for both you and your chosen MRO.

Preplanning helps both the operator and the service facility get what they want—a quality job done efficiently and on time.

How preplanning benefits you:

1. You are in control.
2. Freedom to choose a convenient downtime.
3. Choice of service providers.
4. High-quality job, delivered on time, for the best value.

How preplanning helps the service provider:

1. Time to dedicate the best technicians to your aircraft.
2. Schedule the correct amount of resources.
3. Better coordination, scheduling and parts provisioning.
4. Time to perform at peak efficiency and quality.

Every maintenance event is an opportunity to achieve maximum results with minimum downtime. Learn how to leverage scheduled and unscheduled events to your advantage through preplanning and compare key points when selecting an MRO and planning maintenance events.

If you have questions about maintenance event planning, call a Duncan Aviation Sales Representative for your airframe.

As a business aircraft owner/operator, Chief Pilot or DOM, you have orders to cut expenses and come in under budget. That makes it very tempting to go with the maintenance facility offering the lowest bid. However, without fully understanding exactly what each bid includes—or more importantly does not include—going with the lowest number may have the highest cost when the final bill arrives.

After weighing the hard costs of the project and making sure the quotes provided are comparing like products and services, go beyond the bid number and properly compare each MRO.

Identify your priorities and get the answers to these questions.

1. What is their plan to meet your downtime requirement?
2. How much experience do they have performing your required maintenance or modification?
3. What is their stated warranty and what does it include?
4. What are the hidden charges? engineering services, interior R&R, consumables?
5. Are they an Authorized Service Facility / Authorized Dealer?
6. How are unexpected squawks and discrepancies communicated?
7. Will factory-trained technicians be working on your aircraft?
8. Do they have an FAA approved drug and alcohol prevention program?
9. How much insurance will be protecting your aircraft while in their hangar?
10. How will you approve squawks and discrepancies if not on-site?

Use this MRO Comparison Worksheet as a tool to compare your top service provider candidates side-by-side. Key points are identified to more easily find and compare the strengths and weaknesses of each organization.

Compare up to three MROs using the MRO Comparison Worksheet.

By Dan Fuoco, Airframe Service Sales Rep.

Rotating avionics boxes will make them accessible from the nose wheel bay, avoiding RVSM recertification issues for Hawker 800 series aircraft.

Picture yourself on a trip, in the middle of nowhere, and you have to open the nose avionics bay access panels on your Hawker 800/800XP series aircraft. You’re at a field with limited or no service available, and you can’t open the access panels without recertifying RVSM. Now you’re stuck. Your only option is to fly out well below RVSM-approved flight levels.

For Hawker 800 series aircraft, the avionics bay door panels are located in the RVSM critical area. If these panels are disturbed, the critical area will have to undergo a recertification. Typically, these access panels are opened only as necessary. Also, just as typical, when these panels are opened the aircraft is in the worst place at the worst time. The only way to avoid disturbing the RVSM critical zone is by making the avionics boxes accessible through the nose wheel bay.

In this modification, the avionics boxes are rotated and the avionics shelves are modified to tilt down for box removal from the nose wheel bay. The avionics panels are permanently sealed and painted so you can’t tell they were ever there.

The modification can pay for itself very quickly, and can be completed in about one week. Although it requires repainting the entire nose section, you’ll be able to access the avionics nose bay without disturbing the RVSM critical area ever again.

The STC for this modification is only available at Duncan Aviation.

For more information, download the Duncan Aviation Field Guide to Protecting Hawker RVSM Certification.

Dan Fuoco is an Airframe Service Sales Rep. at Duncan Aviation's Lincoln, Neb. (LNK) facility, and specializes in airframe services for Hawker and Citation aircraft. He began working in aviation in 1974.

Satcom Security Issues in Business Aviation: Part 2 

Contributed by Adrian Chene, Avionics Tech Rep

Any device with internal memory is a weak point. If you won't use your laptop or cell phone, leave it in the hangar.

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.

Satcom Security Issues in Business Aviation: Part 1

Contributed by Adrian Chene, Avionics Tech Rep

The very networks used to communicate satcom system transmissions can be used to compromise network security aboard business aircraft.

To say that large corporate networks are under daily attack by hackers and cyber-spies is a gross understatement. What is interesting about these attacks is that they rarely ever start at some screen that says "password." They involve custom software applications that function as any predator does: by systematically exploiting weaknesses.

Network Security Risks

Bizjet operators whose passengers deal with sensitive information in foreign nations face real threats from several angles. The very networks used to communicate satcom system transmissions can be a serious point of compromise.

Russia, China and Australia currently require that all Inmarsat terminals that log on inside their border have traffic forcefully rerouted to centralized traffic management points (government servers). This can be troubling for operators seeking to do business abroad. 

Although it is impossible to stop the interception of your communications, you must take steps to secure it. The most efficient way to address this is to encrypt the information you are sending with a software or hardware intermediary.

Hardware Encryption

An investment in airborne routers, such as the CNX-200 by EMS, can employ VPN Tunneling at the hardware level. In my opinion, this is the more productive and preferred method because it creates a secure data pipe between your network and your aircraft without a decrease in data transmission rates. Maintaining average speeds of 700-800 Kbs using a sister gateway unit on the company’s network. The tunneling and encryption takes place behind the scenes and does not require any action by your passengers.

Software Encryption

There are a myriad of applications available that will encrypt information without additional hardware; making this a very inexpensive option. Cisco’s VPN Client is one such software-driven solution. While inexpensive, software-based solutions an adverse effect on the maximum speed of your Internet connection, cutting it in half to about a 400 Kbs pipe.

A hacker’s network server monitoring traffic would be hard pressed to intercept your transmissions in any type of useable form from either of these two options. 

In part 2 of Satcom Security Issues in Business Aviation, I will discuss physical security measures you can adopt to stymie foreign operatives.

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.