All posts tagged 'NBAA'

NBAA2014 to Host 'Careers in Business Aviation Day' on Oct. 23

Washington, DC, Oct. 6, 2014 – The National Business Aviation Association (NBAA) will once again host Careers in Business Aviation Day on Oct. 23 during NBAA’s Business Aviation Convention & Exhibition (NBAA2014), the business aviation industry’s largest annual event, and one of the biggest trade shows in the country. The dedicated career day, held at the Orange County Convention Center in Orlando, FL, will feature education sessions and tours, and is open to middle school, high school and college students across the U.S. who are interested in exploring career opportunities in the business aviation industry.

Students will have the opportunity to visit more than 1,000 exhibits with NBAA volunteers, as well as engage with the expected 25,000 attendees representing the spectrum of business aviation’s diverse opportunities, from flight department personnel and aircraft manufacturers, to flight crews and the many businesses that serve the business aviation community. College and university students also will learn more about career opportunities and receive advice from university representatives and aviation professionals in an informal roundtable setting.

Several keynote speakers will welcome students to Orlando, including Amelia Rose Earhart, the youngest female to have circumnavigated the globe in a single-engine aircraft; Paul Rinaldi, president of the National Air Traffic Controllers Association (NATCA) and Brad Hayden, president and CEO of Robotic Skies and a leading expert on unmanned aircraft systems. Access to the 2014 Career Day is free for all registered students and faculty. Students attending University Aviation Association-affiliated colleges and universities also qualify for complimentary access to all three days of NBAA2014.

More than 200 students are expected to attend Careers in Business Aviation Day, including those from high schools in the Orlando area, Embry-Riddle Aeronautical University, University of Central Florida, University of Florida, University of North Dakota, Florida Technical College and many more.

  • Who: Careers in Business Aviation Day, part of NBAA’s Business Aviation Convention & Exhibition (NBAA2014)
  • What: A one-day opportunity for students ages 12 and older to learn about career opportunities in business aviation, and throughout the aviation and aerospace fields
  • When: Thursday, Oct. 23, 2014, 9 a.m. to 4 p.m.
  • Where: Orange County Convention Center, 9990 International Drive, Orlando, FL 32819

Learn more about Careers in Business Aviation Day at NBAA2014.

Founded in 1947 and based in Washington, DC, the National Business Aviation Association (NBAA) is the leading organization for companies that rely on general aviation aircraft to help make their businesses more efficient, productive and successful. The Association represents more than 10,000 companies and provides more than 100 products and services to the business aviation community, including the NBAA Business Aviation Convention & Exhibition, the world's largest civil aviation trade show. Learn more about NBAA at www.nbaa.org.

Develop Your Next Aviation Manager with CAM

Professional development is a given expectation within management. Within aviation, this expectation clearly extends to aviation-specific training. Pilots get recurrent training in simulators, maintenance technicians get recurrent training on the airframe, engine or avionics. But we do these men and women a disservice when we promote them from a technical position into a managerial position without giving them the tools they need to be successful managers.

I have seen instances where a senior captain who has done an exemplary job in the cockpit is congratulated and promoted into the aviation department manager position. What seems like a logical move turns sour when the pilot-turned-Manager finds himself facing a budget cut, a problem employee, and OSHA regulatory issues in the hangar. None of these situations was addressed during engine-out training! They got frustrated and either seek a return to the cockpit or leave for another flying position with no management duties. Future aviation leaders need training and experience in the managerial arts.

Commanding a second person in the cockpit takes special skills. But those skills need additional development for leading a large team. Corporate aviation leaders need to understand the vision and mission of the corporation and how aviation is an essential business tool. They need to know how to  align their aviation department goals with the overall corporation's goals. They then need to develop a leadership and communication style appropriate to their personality that will inspire they aviation team.

Aviation department leaders need to develop skills in operations management. This extends well beyond aircraft operations to include business risk analysis, cost benefit analysis, record keeping and audit requirements, OSHA and hazardous materials regulations, and more. As part of their operations management the aviation leader is often a facilities manager. 

Lastly, the aviation manager needs skills in all the remaining business management skills. The aviation manager is running a small business. They need financial skills in budgeting, forecasting, cost management, and taxes. They need to know what the record keeping requirements are and to be able to understand asset management of the aircraft and facilities.  The aviation manager needs to understand the corporate HR domain, and be able to communicate those policies to all the employees. This training combines both regulatory requirements and personnel management skills, or soft skills.

Within business aviation, we are fortunate to have a customized program geared to develop aviation professionals into management professionals: The National Business Aviation Association (NBAA) Certified Aviation Manager (CAM).

The NBAA CAM certification and education program offers credit for professional experience, college courses, and professional development programs offered within the aviation community. The CAM program is a rigorous professional certification that is designed to maximize a busy aviation professional's time in developing the skills need to be managers in leaders.

Don't overlook maintenance technicians for this CAM training. I see the pilot career path progress from First Officer to Captain to Chief Pilot to Aviation Department Manager. But too often the maintenance technical career path ends at Chief of Maintenance. Even that position requires management and leadership skills. Maintenance Technicians are an overlooked source of future aviation department leaders. They often have a significant understanding of the aviation operation beyond the toolbox that the pilots have yet to learn. 

Promote personal development for your flight department personnel, just as a company does for middle managers seeking career advancement.


 

The Fight for Santa Monica Airport - A Timeline

"The Spirit of Santa Monica," was donated to the city by the Museum of Flying and was fully restored, and is on display at the Santa Monica Airport. The monument stands as a tribute to the legendary aircraft builder Donald Wills Douglas, Sr. and the company he founded, Douglas Aircraft Company – the city’s largest employer for 50 years. This photo can be found among many others at the Santa Monica Airport website.

Recent events regarding the future of the Santa Monica Airport (SMO) have played out across the news and websites of aviation organizations NBAA, AOPA and FAA. I went back in the archives of online news reports to build a timeline of events that have led to the recent federal court’s ruling.


June 2, 2011 - The National Business Aviation Association (NBAA) today welcomed an announcement that City of Santa Monica officials would not contest a federal court's ruling that the city could not ban "Category C and D" aircraft from Santa Monica Airport (SMO). The council's announcement, made earlier this week, follows a January 21 ruling by the U.S. Court of Appeals in favor of a decision by the Federal Aviation Administration (FAA) that the city's most recent attempt to ban the aircraft amounted to "unjust and unreasonable" discrimination and violated the terms of a grant agreement for accepting federal funds for the airport.

The controversy dates to 2008, when Santa Monica city officials adopted a ban against the Category C and D jets from serving SMO, on alleged safety grounds.The city's move was immediately challenged by the FAA, which ruled that the airport did not have the authority to impose the ban, and disallowed it from taking effect until the FAA could further consider the matter, with a decision from the agency being subject to a federal court appeal. Link to Details


May 7, 2013 - The Santa Monica City Council directed city staff to continue exploring options for the future of the Santa Monica Airport, including the possible impacts of a partial or complete closure. In a unanimous vote, council members voted to focus on finding ways to reduce airport noise, air pollution and safety risks through revised leasing policies, voluntary agreements and restrictions. City staff were also directed to continue to assess the potential risks and benefits of a full or partial closure of the airport.

Early on in the meeting, City Attorney Marsha Jones Moutrie outlined the city's legal options in the exploration of the future of the Santa Monica Airport. She said city staff met with representatives from the FAA to convey community sentiment about noise, safety and air quality, but did not reach a deal. Moutrie said the city owns the airport, but the city's choices are limited by federal law and several agreements, adding that the FAA has both legislative and judicial powers. The city believes its agreement with the FAA expires in 2015, while the FAA maintains the date is 2023. Link to Details


September 29, 2013 - A Cessna Citation CJ2 veered off the right side of Runway 21 after landing at Santa Monica (Calif.) Airport at 6:20 p.m. PDT. The twinjet struck a hangar and was destroyed by fire. The pilot of the plane that crashed at Santa Monica Airport, killing all four people aboard, reported no problems prior to the landing, and the plane's tires were fully inflated, despite early speculation that a blown tire may have sent the aircraft careening into a hangar, according to a preliminary report. The hangar collapsed onto the plane, which had taken off from Hailey, Idaho.

"Witnesses reported observing the airplane make a normal approach and landing," according to the NTSB report. "The airplane traveled down the right side of the runway, eventually veering off the runway, impacted the 1,000-foot runway distance remaining sign, continued to travel in a right-hand turn and impacted a hangar structural post with the right wing. The airplane came to rest inside the hangar and the damage to the hangar structure caused the roof to collapse onto the airplane. A post-accident fire quickly ensued.'' Link to Details


October 31, 2013 - In the wake of September's deadly jet crash, Santa Monica officials sued the Federal Aviation Administration on Thursday to gain control of the city's embattled airport, which local groups want to turn into a park. Filed in U.S. District Court in downtown Los Angeles, the lawsuit seeks a declaration that the city holds clear title to the 227 acres containing the oldest continuously operating airport in the county. It also challenges the constitutionality of a 1948 agreement between the city and federal authorities that requires the historic property and its 5,000-foot runway to remain an airport in perpetuity or be returned at the option of the FAA to the U.S. government.

If the city is successful, there is concern among aviation organizations that it might alter the status of former military airports around the nation and encourage attempts to close some of them.

FAA officials declined to comment, saying that as a matter of policy they do not discuss pending litigation. The agency's long-held position is that the city must operate the airport through 2023 under assurances it gave in exchange for federal airport improvement grants. The FAA also has asserted that Santa Monica is further obligated to keep the airport open well beyond 2023 because it acquired the much improved airfield after World War II under terms of the federal Surplus Property Act. FAA officials have said in the past that they are committed to preserving the federal investment and keeping the airport open. Link to Details


Feb. 10, 2014 – The National Business Aviation Association (NBAA) and the Aircraft Owners and Pilots Association (AOPA) today joined in filing a brief of amicus curiae supporting a Federal Aviation Administration (FAA) motion to dismiss the latest effort to close the historic airfield.

NBAA President and CEO Ed Bolen called the battle over SMO a "bellwether moment" in preserving other vital general aviation (GA) airfields across the country. "Santa Monica's latest attempt to close its community airport carries very serious ramifications for the continued viability of our nation's general aviation airports," he added. "It is imperative that the FAA maintain jurisdiction over SMO, and other essential airports that our Members rely upon for convenient access to communities across the United States."

The FAA countered last month that any questions over which entity holds the title to SMO must be settled under terms of the Quiet Title Act, which requires such lawsuits to be filed within 12 years following learning of the federal government’s interest in the property. That first occurred, the agency asserted, when both parties agreed in August 1948 to return control of the airfield to the city. Link to Details


Feb. 13, 2014 - A federal judge ruled in favor of the position advocated by the Federal Aviation Administration (FAA), namely that the city’s challenge to the requirement that Santa Monica Airport (SMO) continue to be a publicly-accessible airport was untimely. Link to Details


Mar. 25, 2014 - Marsha Moutrie, City Attorney, and Martin Pastucha, Director of Public Works for the City of Santa Monica, prepared a report that offered several options to restrict operations at SMO. Recommended option included directing staff to begin positioning the City for possible closure of all or part of the Santa Monica Airport ("Airport") after July 1, 2015, including, for instance, by preparing a preliminary conceptual plan for a smaller airport that excludes the Airport's western parcel and by preparing preliminary work plans for environmental assessment. The CA City Council voted 6 to 0 to pursue further restrictions. Link to Report Details

NBAA President and CEO Ed Bolen replied, "It is clear that, despite a significant, recent legal setback, the council has voted to renew its efforts to restrict services at an important general aviation airport," Bolen said. "For decades, NBAA and others in the general aviation community have fought to preserve access to this airport, in the face of ongoing opposition by the city council. This is a battle we must and will continue to fight." Read the complete response from the NBAA at this Link to Details


For a more detailed overall history of the airport, check out their history page here.

Confessions of a Student Pilot

Over the past 5 years I have more than earned my right to be called a student pilot. Between when I was 12 years old and now I have attended 3 different flight schools, passed my FAA Written Exam twice, and been lightheartedly made fun of by CFIs for rookie mistakes countless times. It’s been said that it’s about the journey, not the destination, and this rings incredibly true in the world of aviation. I have learned more about life and passion through aerospace than I ever learned in my standard high school curriculum. I have been taught discipline, self-control, dedication, logical thinking... All through my experiences in chasing my dream of becoming a pilot.

I hope to help other student pilots remember why they are doing this. It can be such a challenge to continue training when you feel you are stuck in a rut, or you will never achieve the dream that we all chase after. I have compiled a few observations or "confessions," if you will, that have stuck out to me during my journey. A few come with stories, a few are simply food for thought. Here are my confessions of a student pilot.

Keep your training consistent. This may seem obvious, but it keeps many student pilots from advancing quickly enough to reach their full potential. It is far better to wait and save up enough money for a flight lesson every week or so than to attend your flight school sporadically. For the first 3 years of my training I could only afford one lesson every month (between allowance and babysitting money that wasn’t too bad!) If I could go back and do it again, I would have saved up for a year or so and had lessons sequentially in just a couple months. In having to wait, I kept relearning the same concepts every month and was nowhere near reaching my full potential.

Don’t be scared to be assertive. On June 19th, 2013 I was on a routine flight with my instructor, going around the traffic pattern at Capital City airport. As my instructor continually pointed out, I was spending too much time with my eyes glued to the instrument panel and not enough time looking outside. As I turned for my downwind leg, he held a sheet of paper over the instrument panel to stop my nervous eyes from glancing inside too much. I huffed a bit, then began making a call to other traffic that I was on downwind. "Capital City traffic, Cessna -" my heart sank. I hadn’t memorized our tail number yet and the sheet of paper was obscuring my view of it. Without skipping a beat, I forcefully moved (read: slapped) my instructor’s hand out of the way, read the tail number off, and finished my radio call. I immediately felt bad and apologized for what I had done, but I had never seen my instructor so thrilled. "That’s what I’m talking about! THAT was a pilot in command move. If you know what you need to do, don’t ask my permission." The very next day I was endorsed and did my first solo flight. Which is the perfect segway into my next point...

Your solo IS as big of a deal as everyone says. Let’s say you have comprehended enough knowledge to safely takeoff and land an aircraft, and your instructor has enough faith in your abilities to let you do it completely by yourself. Congratulations, it’s time to fly solo! The whole ordeal in and of itself isn’t a big change from your previous lessons, as you have probably done exactly the same routine of taking off and landing many times before your instructor steps out. The real value and importance of a solo isn’t in the fact that there is one less passenger, it is that YOU are now the pilot in command. According to Federal Aviation Regulation 91.3, "The pilot in command of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft." You are now the CEO head honcho in charge of all aspects of safely executing your current flight mission. The boost of confidence that a student pilot gains after safely landing their first solo flight is astronomical. Celebrate this accomplishment and truly think about what it means to now be the pilot in command.

Networking is everything. I am a first-generation pilot. Nobody in my family has any ties to aviation, besides a strange obsession with warbirds my father and grandfather share. When I first started my flight training I felt like a very tiny fish in a very huge pond. All that I knew was that becoming a pilot was extremely expensive, difficult, and overwhelming... but that I absolutely could not live my life without doing it. I had not met a single female pilot in my first two years of training, but I knew they had to be out there. I began doing google searches, talking to family friends, and subscribed to seven different flight magazines in an attempt to gain an understanding of the general aviation community as a whole. Through a family friend I came in contact with a female UPS pilot, and she introduced me to the Ninety-Nines. From there I learned about Women in Aviation, AOPA, EAA, NBAA, all of these crazy acronyms which represented different organizations in the aviation community. I have met tons of interesting people who have taken a genuine interest in my future as a pilot, and I have learned so much about the different pathways that are available to me in the aerospace industry. Having a good network to support you is incredibly important for an aspiring pilot.

Do not give up. The most important "confession" I have for fellow student pilots is to not give up, no matter how difficult it becomes. Keep trying. Stay motivated. There have been times in my training where I have been completely overwhelmed and felt very unsure as to whether or not I would actually achieve my dreams. When this happens, I like to take a step back and evaluate what really draws me to aviation in the first place. I watch episodes of The Aviators, or read aviation literature and really soak in the pure beauty and freedom that a pilot can obtain. The challenge is half the fun, however daunting it may seem. I encourage all student pilots to really think about what keeps them going and to cling to it until they finally reach the day of achieving their ultimate goals.

Jurassic Jets

Are older business aircraft even sellable? And how old is OLD?

At the recent NBAA convention in Las Vegas, I sat in on several briefings about the state of aircraft sales and residual values. It was unanimous that older aircraft are not selling. No news there. It's been that way since 2008. What was interesting is the speakers' definition of "old."

I've been going with older than 15 years as "old" in terms of the ability to sell at a reasonable price within a reasonable amount of time. Age 15 also works with getting financing: The Aircraft Age + Length of Lease/Loan should not exceed 20 years. Age 15 allows for a five year financial deal. It seems like the new "old" is younger than that. And no, we can blame it on the Millennials. Blame it on the economic booms of the late 1990s and again in the mid-2000s.

An "old" business airplane is now older than age 10 in terms of maintaining a residual value and being sellable.

Glancing through the GAMA shipment database by year, business aviation saw significant increases in sales and deliveries during the past 15 years. Many manufacturers saw their sales double, peaking in delivery backlog in about 2008. Thus, there are a large number of relatively recent vintage airplanes available that are in the 5 to 15 year group, and especially aged 5 to 10.

The future air navigation systems that have been developing are in place or will be in the next decade. New or nearly new aircraft are either capable of using the full airspace, or can be easily upgraded. Older aircraft may not be so easily updated, especially older business jets that need the upper altitudes for efficient flight.

Older business aircraft, especially jets, have operating costs significantly higher than their new equivalents. A second or third overhaul on most turbine engines will be very costly due to retirement components within the engine. Unscheduled maintenance is also much higher for these older aircraft.

Lastly, emerging markets outside the US can, and do, purchase mostly new or newer aircraft. Developing nations are adopting the EASA regulations as it relates to aircraft aging issues. Some even place an age limit on imported aircraft.

So we have a large number of recently produced aircraft, many with updated avionic systems, that can be purchased for quite reasonable prices. Financial institutions have the money to lend, provided the credit is excellent. The 20 or 30-year old airplane costly to maintain, and sending them to a developing nation to sell isn't viable. These aircraft are just not selling. Let’s take a look at an example.

Jet Years produced Percent Fleet For Sale Average Days Listed For Sale
Gulfstream GIII 1979-1987 18% 828
Gulfstream GIVSP 1992-2002 13.56% 375
Gulfstream G450 2005-current 7% 239

You can buy a used GIII for under $1 million. But almost no one wants one even at that price. Newer GIVSPs and especially the G450 have a market.

One of the speakers referred to the oldest business aircraft as "Jurassic Jets." They are from a bygone era of cheap gas. They are not selling and the financial institutions do not want them on their books. From what the speakers say, and I agree, this is not going to change. Many of these aircraft are with their last owner.

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