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The Top 10 Business Jets

by Lydia Wiff 15. January 2017 08:00
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It’s hard to believe that just over 100 years ago, flying was just a pipe dream.  We’ve come a long way and now aviation has a part to play in many industries and has become its own segment of the aerospace industry.  “Business aviation” refers to any aircraft that are used in furtherance of a business.  According to the National Business Aviation Association, business aviation contributes approximately $150 billion to economic output and employs at least 1.2 million people (NBAA.org).  While only about 3% of the 15,000 registered business aircraft are flown by Fortune 500 companies, the rest belong to varying sizes of for-profit and not-for-profit companies all over the United States – this includes universities, local and federal government, and other businesses. 

Arguably, the future of aviation is business aviation and Globalair.com has their top ten picks for business aircraft backed up by several years of experience in aircraft sales. 

#10: Gulfstream 550 (G550)

If there is one company that evokes luxury in their aircraft, Gulfstream Aerospace has to be it.  The sleek frame of the G550 cuts through the air at 0.80 Mach using two Rolls-Royce BR710 engines with a max cruising altitude at 51,000 feet.  This luxury jet can be configured up to 19 passengers and sleeps 8 comfortably.  If you’re looking to escape the cares of everyday life easily, or reach your international group in England, the G550 has a range of almost 7,000 nautical miles (nm).

While it boasts a comfortable ride for passengers (a cabin over 40 feet long), pilots aren’t soon forgotten with the state of the art PlaneView™ flight deck featuring some of the most advanced avionics known in existence.  The flight deck features four liquid crystal displays for your flight crew with easy software upgrades making it compatible to your flight department, no matter how big or small.  Additionally, a Head-Up Display (HUD) is included in the G550 that projects flight data in the pilot’s forward-looking field of vision.  In times of reduced or obscured vision, such as inclement weather, the Enhanced Vision System (EVS) uses infrared technology to capture what the pilot cannot see – runway markings, taxiways, and other terrain are now visible in poor weather conditions.

According to the NBAA, the G550 has the reliability of 99.9% -- this means out of five years of service, you will only miss one trip (Gulfstream.com).  In a world where time equals money, this is a statistic to get behind.

#9: Gulfstream 200 (G200)

The little brother to the G550, the G200 had its first flight on Christmas Day in 1997 and was later released in 1999.  While Gulfstream no longer produces the G200, it doesn’t keep it from being a popular used aircraft.  It was originally named the “Astra Galaxy”.

Like most Gulfstream aircraft, the G200 boasts a large cabin size that can hold to 18 passengers, but typically configured for 8-10 passengers.  Unlike the Rolls-Royce engines, the G200 runs on two Pratt & Whitney Canada PW306A turbofans producing a maximum cruise spend at 0.80 Mach, similar to the G550.  While it has approximately the same cruising speed, the G200 has almost half the range at 3,400 nm at 45,000 feet which makes it a perfect aircraft for domestic flights here in the U.S.

From this description, the G200 can be seen not only as a predecessor to the G550, but the smaller, less expensive version of the G550.  The G200 is an excellent aircraft for a business that does mostly domestic flights.

#8: Hawker 4000

Taking a break from the Gulfstream family, the Hawker 4000 hails from Beechcraft which is owned by Textron Aviation – the parent company to Cessna and others.  Produced from 2011 to 2013, the Hawker 4000 was quickly realized as the top jet product by Beechcraft.

A worthy competitor to the G200 as well as slightly newer, it can seat up to ten people (14 maximum) and has average of 6 feet of standing room in the interior cabin.  It cruises at 45,000 feet with a range of 3,445 nm and 870 km/hr.  A common identifier of the Hawker 4000 is the hawk profile painted in tan on the tail section.

If you’re currently in the G200 as an airframe, a newer and comparable version would be the Hawker 4000.

#7: Hawker 800XPi

A predecessor to the Hawker 400 is the Hawker 800 which was first produced in the early 1980s.  A later version of the Hawker 800 was the XP and XPi which was most notable by the addition of winglets.

Like the previously mentioned aircraft, the 800XPi is similar in size when it comes to passenger capacity and length.  The maximum speed in cruise is 745 km/hr while its range is the shortest out of the group at just under 2,000 nm and has a service ceiling at 41,000 feet.  However, it’s rate of climb is nothing to sneeze at – 1,948.8 feet/minute!

#6: Citation Sovereign

We now switch gears back to the Textron company to that of Cessna and the Citation Sovereign.  This particular aircraft is classified as a mid-size business jet and at the time of its introduction in 2004, the third largest in the Citation line (weight-wise).

A unique feature of the Sovereign is its ability to take off and land in short distances which is unusual in a business jet.  For corporations and private companies, this becomes a valuable feature for plants and factories situated in small towns with short runways.  Not only does the Sovereign get you there fast (848 km/hour), but it also is considered a transcontinental aircraft with a range of over 3,000 nm.

#5: Falcon 2000

In our plethora of business aircraft manufacturers, we come to Falcon (birds of prey do make good names).  Dassault Aviation is a French aircraft manufacturer that can be seen as a fairly healthy competitor to Textron’s companies as well as Gulfstream.  Probably the most notable of the Falcon line are the aircraft that have three engines, however, the 2000 is the one of the older models in the line with just two engines.

Like other aircraft in its class, the 2000 has comparable speed as well as range which is 3,000 nm.  The impressive thing about the 2000 is its ability to climb to 37,000 feet in just nineteen minutes – that’s just over 1,900 feet/minute!

#4: Challenger 605

We’ve finally come to our last brand name in jets (although not our last pick) which is that of Challenger.  It’s one of the few non-American manufactures and actually is produced by Canadair which you might recognize as the manufacturer of the Canadair Regional Jet (CRJ).  Coincidentally, Canadair is an independent company that is also a division of Bombardier Aerospace – famous for its Bombardier Business Jets, or BBJs, among others.

The Challenger 605 is the fourth aircraft in the 600 series which dates back to the late 1970s.  The 605 was introduced in 2006 as an upgrade to the 604.  Some new features included larger cabin windows, updated Rockwell Collins instrumentation and the capability of holding an “electronic flight bag”.   The most distinct visual feature is the rounded tailcone.

The 605 is comparable in size to the previously discussed aircraft, but is one of the fastest at 870 km/hour and a range close to 4,000 nm.

#3: Challenger 300

The Challenger 300, at first glance, can easily be confused with the Challenger 600 series which is not the case.  Unlike the 600 series, the 300 is recognized as a Bombardier (parent company of Canadair). 

It entered commercial service in early 2004 and is considered a super-mid-size jet.  This basically means it’s very comparable to all the other aircraft discussed, but has greater range capability.   The 300 has a range of approximately 5,700 km and caps out at 45,000 feet.  

#2: Gulfstream IV-SP (GIV-SP)

We’re back in the Gulfstream family (popular for a very good reason)! The GIV-SP is very comparable to other Gulfstream products, but represents the fine-tuning that the Savannah-based company did to improve their product line.

For instance, Honeywell advanced flight deck displays, electrical power generation, cabin temperature control and pressurization were added to this particular model.  Additionally, improved Automatic Power Unit (APU), flap system, redesigned landing gears, and other systems were improved in this particular model.

#1: Gulfstream 650 (G650)

Quite possibly my favorite Gulfstream is that of the G650.  Sleek, shiny, and the largest of the Gulfstream family, this aircraft has the ability to take you just about anywhere.  True to the company’s tagline for this aircraft, “Farther faster, first of its kind,” the G650 more than lives up to its standard.

It has done just that with a maximum range of 7,000 miles (you read that right), and an operating speed of 0.925 Mach.  It also has the heaviest takeoff weight at almost 100,000 pounds (that’s a lot of golf clubs, or fuel).

Besides the G650 being visually stunning, the wingspan is the most noticeable at approximately 100 feet which is nearly as long as the aircraft itself.  It also features the most advanced avionics developed by Gulfstream – the PlaneView™ II flight deck.  Like the G550, it has four displays with the EVS, HUD, Synthetic Vision as well as fly-by-wire technology which is computer-controlled and highly redundant – this is advanced as the technology gets.

A Clear Winner?

While Globair.com has their favorite picks which have proven to be popular among used aircraft owners, be sure to do your research when it comes picking the business jet that works for your company.  Remember to read our tips about purchasing an aircraft – while focused on single-engine aircraft, there are some excellent tips to consider.  However, you might want to consider going to a jet broker when it comes to your business needs.

Hopefully you now have a better idea of the common business aircraft on the market – just remember to save your pennies as these sleek, used aircraft run anywhere from $6.4 to $52.9 million!

 

Searching for your next private jet? Click here to visit Globalair.com’s listings. 

 

 

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Aircraft Sales | Aviation Technology | Flying | GlobalAir.com | Aircraft For Sale | Lydia Wiff | NBAA

Job Hunting 101

by Lydia Wiff 1. January 2017 08:00
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As a new year has just begun, some of our readers might be considering a new job or a career change.  I’ve been in the process of job searching and applying as my graduation date is just around the corner and naturally I’ve been thinking about the subject a lot.  This week’s post will focus on some tips on preparing your application and for an interview.

The Application

I recently went through the University of North Dakota’s (UND) Aviation Capstone as part of finishing up my Bachelor studies and we had a few weeks of class activities surrounding the idea of career preparation.  A professor I had in class on several occasions came in as a guest lecturer and spends time outside of his classes as a counselor to individuals who are searching and applying for jobs.

One of the things he stressed the most was making sure that an application was completely filled out when applying.  Leaving blank areas can invite more questions than necessary, but could possibly put a person’s application at the bottom of the stack.  Potential employers need to know you can follow through on a task, so an application is a good place to see if you can read directions and completely fill out a form.  In the aerospace field, you’ll have to do a lot of paperwork and forms, so an application is a good place to start when evaluating a potential job candidate.

Another point he made was to be as thorough as possible when providing information.  For instance, in the airport industry you often have to go through a background check that can go back as far as five to ten years.  While this is a painstaking process, providing as much information as possible makes the process go much smoother than leaving out key details.  It can also raise some potential red flags to a future employer if they see large gaps during those time periods.

Lastly, it’s important to be entirely truthful in your responses to application questions.  This may seem like a no-brainer, but it could mean the difference from not being considered all together or getting a lot of extra questions in the interview process. 

Resume and Cover Letter

I’ve always thought of the resume and cover letter as the most important part of an application.  This is mostly because a resume provides a snapshot of work history, education, skills, etc., while a cover letter gives a snapshot of why a company should consider you as a candidate.  For those reasons, it becomes crucial piece of preparation for any possible job and should be periodically review to make sure information is up-to-date.

The resume is generally kept to one page.  Some professionals with many years of experience will often have two, or even three, pages for their resume while academic professionals, such as professors, will have a curriculum vitae (commonly known as a CV) as their resume.  It’s used most in the academic world, but contains greater detail than your average resume.  College graduates will often use a traditional resume style unless going into an academic position or some related type of job.

Important items to include are your personal information such as mailing address, email and phone number as well as your name.  The actual layout depends on your personal preference and generally includes the following items: an objective, educational degrees (who, what, where, and when), Grade Point Average (GPA), work history, as well as certifications held and personal interests or professional affiliations.

On my resume I have a section for my professional objective, Associate degree, Bachelor degree (clearly noted as in progress), honors level (if obtained), GPA, and then that section is followed by certifications I hold.  Currently, I have my Private Pilot’s License (PPL) for Airplane Single Engine Land (ASEL) as well as my High Performance Endorsement.  Eventually I plan to add certifications as I continue my training in airport operations and management.

The next section I have is work or related experience with jobs I have held in the last few years, particularly those I have held while at UND and in the Airport Management program.  The challenging thing about being limited to one page is that I may not be able to fit all of the jobs held prior to a certain date, however, those jobs are still related to my program.  While I may not be able to add it to my resume, it’s certainly something that can be worked into an interview when they ask about your previous experience.

Lastly, I have a section for my professional affiliations.  This section is sometimes used for hobbies and personal interests and give an idea of what a potential candidate does outside their normal workday.  For instance, for several years I was involved in the Civil Air Patrol (CAP), the US Air Force Auxiliary, so I list that on my resume as it was a significant period of time I spent in volunteer service.  However, I am inactive in CAP as of right now, so I am careful to delineate dates that I was actively serving in the program.  Oftentimes, applications will an applicant to list any volunteer service organizations, so I will use CAP if I come across such a question.

Lastly, cover letters should also be kept to one page and should be neat and to the point.  A good place to start is to write about your intentions (applying for “X” job) and a summary of your work experience.  It should also use key words that might have been in the job description and any pertinent information you may want to call their attention to.  An employer may spend 5 minutes or less on your entire application, so make it clean and to the point, but with a personal touch.  Addressing the specific person or organization in the header of the letter and salutation is also a nice touch.   As with the resume, I generally use a template I’ve created, but I also make sure to review each application and tailor the cover letter to fit each one.

The Interview & Social Media

After you’ve finished the application process, you may be fortunate enough to get called in for an interview – this could involve a teleconference, a videoconference (common these days), or an in-person interview.  While a potential employer may have an idea of you on paper, you only get one shot at an in-person impression.

My professor at UND always stressed being professional in every way when it comes not only to your work, but an interview.  Preparing for your interview a few weeks ahead of time will help not only to reduce stress, but make sure you are on track.  Preparing answers to possible technical questions for your particular line of work, or field, as well as scenario questions (“Tell me about a time…”) are a good way to prepare and get your head in the game.

Additionally, preparing what you will wear is also important.  Suits are always a must and a black or navy blue with neutral or toned-down ties, accessories, etc. are a good start.  Making sure that your personal grooming is taken care of a head of time when it comes to getting a haircut, or shaving that winter beard off (this is important to males when they interview at airlines).  Additionally, going easy on the cologne or perfume, or forgoing it altogether can possibly prevent triggering your interviewer(s) allergies during the actual interview.  Of course, don’t forget to shower or use deodorant – this isn’t college!

Preparing ahead of time will can go a long way to feeling more comfortable in the interview setting.  As always, don’t get too comfortable – good stress is helpful in keeping you on your toes and focus.

Lastly, think long and hard about your social media use.  It’s more of an issue for my generation because of the ability to quickly access the internet from our phones, tables, etc.  A good rule of thumb is if your grandma would be shocked, then it’s probably something that shouldn’t be out there.  Also, comments about the work environment, coworkers, and bosses should be avoided, especially if in poor taste.  It doesn’t matter how private your settings are – someone, sooner or later, can find it.  I’m not saying social media is a no-no, I would just be careful what you put out there in general.

One other note: you might want to consider using professional sites such as LinkedIn which are often free and can be an extension of your traditional resume.  I’ve also used it to connect with those I’ve worked with or met in the industry and a way to network professionally.  I can also use it to keep track of special projects, events, etc., that I’ve been involved with over the last several years in addition to awards and certifications earned.  More and more, potential employers are using the internet to research candidates and LinkedIn is a positive way to present your past and present professional history.  I’ve also referenced it on more than one occasion when digging back into the last several years for job applications.

Wrapping It Up

Hopefully this article has been a good refresher on the job search process, but with some new twists on preparing an application.  While it’s an exciting time to be in the market looking for a job as an almost-graduate, it can also be an unnerving process.  Don’t hesitate to reach out to your college adviser, professor, or friends and family when preparing. 

 

Best wishes to all those in the job market!

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GlobalAir.com | Lydia Wiff | UND

Winter Weather Flying

by Lydia Wiff 15. December 2016 08:00
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As I sit here in Grand Forks, ND, blanketed under over a foot of snow, I think about aviation in the winter, especially at UND.  As a tour guide at UND Aerospace, I think the question I am asked most often this time of year is: do you fly when it’s cold out?  The answer: Yes!  This week’s blog is going to focus on winter flying and a few of my tips to enjoy flying despite the cold.

#1: Plan Your Airports Carefully

During the rest of the year, sans snow, we get pretty comfortable flying into just about any airport.  However, with winter and the cold temperatures it brings, it is important to consider which airports will be the safest.  For instance, metropolitan airports usually have more tenants, more resources, etc., which means if there is snow, they are more likely to get plowed sooner.

In the same way, airports that are more remote and do not have regular services like hangars, deicing, and plug-ins for your engine, should be carefully considered.  UND, for instance, actually has a list of airports that are considered off-limits during the winter because of their location, lack of services, and runway length.  UND recognizes that students may have weather come up quickly during a long cross-country flight and it is important to make sure students are not flying anywhere too remote without a safe place to be. 

Planning for airports with consistent snow removal, fuel services, heated hangars and deicing options is one way to make your winter flying more enjoyable and safe.

#2: Carry a Winter Survival Kit

You probably think that could never happen to me (a hazardous attitude, by the way) – finding yourself stuck in a field somewhere, or making an unplanned departure from the runway with no choice but to wait for hours for help to come.  It may seem like extra stuff to carry, but a winter survival kit could be the difference between freezing to death, and well, not freezing to death.

Some things to carry in that kit: extra socks, extra food, water, flashlight and batteries, heat packs (they are so nifty and fit into your gloves and boots), winter boots, an extra jacket, flares, and anything else you might need.  At UND, once the temperature is below 32 degrees Fahrenheit, students are required to bring jacket, hat, gloves, and boots on every flight.  Now, the aircraft at UND have their own survival kits, but it can’t hurt to carry your own.  The items I mentioned are pretty lightweight and should not affect your weight and balance too much.  However, if weight and balance is your excuse for not bringing a kit on your cross-country, you have bigger issues.  Plus, if you’re not at UND, you should have your own kit anyways.

#3: Watch the Weather

This may seem like a “duh” tip, but seriously, how many times have we gone flying and seen some weather front move faster than predicted?  During the winter, this is even more important as a sudden drop in temperatures can cool off your aircraft way too fast and make it more difficult to start.  It can also mean that airports might close early due a lack to traffic (especially at non-towered airports) or the line crew goes home early.

More importantly, large winter storms, or even blizzards, can dump lots of snow when you least expect.  Checking the weather often before a winter flight is important to making sure you avoid any potential hazards.  If you are on the fence after looking at a forecast, either get a second opinion, or just don’t go.  Putting yourself in a position where you’re not entirely comfortable with the forecast is just as dangerous.

Organizations such as the National Oceanic and Atmospheric Administration (www.noaa.gov) have great resources for forecasting as well as weather reports for airports.  Of course, local TAFs and METARs should be used as well when you’re planning your winter flights.  Additionally, don’t forget to check the airports NOTAMs and the new system of field condition reporting, Runway Condition Assessment Matrix (RCAM).  The RCAM is a new way of giving field condition report which started being used as of October 1st.  There will still be Field Condition Reports (FICONs) issued along with the RCAM, but I would expect the FICON to go away after the 2016-2017 winter season.  The FAA has a great Advisory Circular on RCAM here.

Stay Warm!

Hopefully you’re still excited about winter flying this year – that wonderful, clear air is the best to fly in and the views are spectacular.  Just be sure to give the above tips in mind and you’ll be all set to enjoy flying all through the winter. 

 

Have a winter flying tip?  Leave a comment with your winter flying advice!

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Fixed Based Operators (FBO) | Lydia Wiff

An Introduction to Airport Insurance

by Lydia Wiff 1. December 2016 10:00
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Insurance can be defined as “peace of mind” (Wild, 2016).  It protects an insured against a loss on their investment, whether this be a car, house, an aircraft, or even an airport.  However, insurance does not just exist to protect assets or people – it can be argued that insurance offers social values as well.  These social values integrate into our economy in a variety of ways including security for personal and business situations, a basis of credit for businesses, aid in the development of the economy, reduction of costs, and protection that is affordable to the insured (Wells & Chadbourne, 2007).

While insurance may be required for such assets such as automobiles, airports are not technically required to hold insurance coverage.   The following section will discuss the legal requirements for airport insurance.

Airport Insurance Coverage Requirements

It is important to point out that while an airport is not required by the Federal Aviation Administration (FAA) to have insurance, the legal ramifications if an airport does not possess coverage are severe.  The sheer cost of a slip-and-fall a passenger might experience on a premises including the medical bills, lawsuits, etc., are more than enough to convince an airport to purchase a variety of coverages for their premises.  Slip-and-falls are not the only risk – the possibility of fuel spills, vehicle accidents, equipment malfunctions, aircraft accidents, and more are enough to lose many nights of sleep over.

When examining the rules and regulations put forth by the FAA, there is not specific wording that requires insurance for airports.  However, airports that are planning to apply for federal aid through the Airport Improvement Program (AIP) would be remiss not to have insurance already on their premises.  AIP money is usually given attached to several conditions precedent such as having a variety of insurance coverages. 

Liability when an accident or incident occurs in addition to the possibility of losing federal grants are strong points when discussing why an airport should carry insurance.  The types of coverage an airport can purchase are discussed in the next section.

Airport Coverage Types

Unfortunately, unlike automobile insurance, airports do not have a “one size fits all” type of coverage such as Full Coverage.  Airports, by nature, offer a variety of services depending on the classification of the airport.  If an airport is classified as Part 139, an airport offering scheduled commercial service, the coverage would range from aircraft operations on the field, fueling, to coverage for slips-and-falls.  

One type of coverage an airport can purchase is that of Airport Premises Liability (APL).  The purpose of this coverage is to protect the owner (or operator) of the airport from loss due to liability from the maintenance or use of the airport, operations at or away from the airport, elevators, and escalators (Wells & Chadbourne, 2007).  According to Wells and Chadbourne (2007), this particular coverage includes all of the ordinary hazards on the premises including those caused by aircraft, except: “1) aircraft owned by, hired or loaned to the insured; (2) aircraft in flight by or for the account of the insured; and (3) air meets, contests or exhibitions” (p. 190).  APL can be seen as a general liability coverage for an airport – there are other more specific types of an APL depending on the size of the airport. 

The APL generally uses one of the two basic liability forms: owners’, landlords’, and tenants’ (OL&T) or comprehensive general liability (CGL).  OL&T is considered the more restrictive of the two and is not used as often in the industry.  Smaller airports, small and medium sized Fixed Base Operators (FBOs) and concessionaires usually purchase this type of APL.  Besides OL&T, the more commonly used APL is that of CGL.  CGL is more inclusive that OL&T because it covers new exposures that may have been acquired after the policy’s inception.  Because it has a feature providing coverage for “unknown hazards”, it is distinguishable from OL&T and it is the most complete airport liability policy on the market.  CGL itself covers product and completed operations liabilities, coverage for independent contractors for construction and demolition, liability coverage for contracts, liability coverage for personnel and advertising, and hangarkeepers’ liability – these will be discussed in the next section. 

A recent airport premesis accident at KSMP - I wonder how this accident is covered under their insurance and if LSG Sky Chefs will take most of the blame or if the airport will pay out as well?

CGL Coverage

In CGL, each section of coverage covers a variety of operations at an airport, FBO, or concessionaire.  Product and completed operations liabilities can be defined in two aspects.  Completed operations cover aircraft repairs and services, which includes the installation of parts or accessories.  Product liability covers the insured for liability that would result from an injury to consumers of a defective products or from completed operations.  

Coverage for independent contractors for construction and demolition covers extension of runways, building new runways, demolition or alteration of existing structures, new hangars, buildings for administration, or maintenance shops.  An underwriter will require information on the duration and extent of operations contracted as well as costs of the contract.

Contracts liability coverage is probably the most diverse type of coverage under CGL as any given FBO, concessionaire, or airport might hold a variety of contracts for services.  Because of wide range contracts for gasoline, oil, fuel, etc., companies generally will not offer a blanket coverage and instead will only approve contracts specifically designated by the company.

The next type of coverage under CGL is that of liability coverage for personnel and advertising.  Personnel injury liability protects against claims including intentional torts – this covers false arrest, detention, malicious prosecution, libel etc.  In the past, this coverage was only available to major airports, but is now a part of the CGL form, or under the OL&T form with endorsement.  Injury from advertising liability covers offenses from slander or libel for a person or organization in oral or written publication – this includes coverage for products or services or the violation of the right to privacy.  Additionally, it protects from misappropriation of advertising ideas, style, or infringement of copyrights, titles, or slogans.

Lastly, hangarkeepers’ liability protects airport owners and operators, FBOs or maintenance and repair facilities.  This coverage, in essence, a form of bailee insurance.  It covers liability from loss or damage to an aircraft held by others, or in custody of the insured for safekeeping, storage, repairs, or while on the premises of the property of airport owners, FBOs, etc.  It is important to note that the basic coverage of hangarkeepers’ liability does not cover the aircraft in flight.  This can, however, be added to a policy through an endorsement.

Now that the most common coverages under CGL have been discussed, the author will discuss different companies that offer airport insurance.

Specialty Insurance Companies

As airport services is a complex field, there are a few companies that specialize in offering coverage for them.  Two companies will be discussed: United Sates Aircraft Insurance Group (USAIG) and Aviation Specialty Insurance. 

USAIG is company that is actually a pool of member firms (an example of spreading the risk).  It has received high ratings over the last several years and has been using the pool arrangement for the industry since 1928.  One of its coverages offered is that of Airport Liability which extends coverage for private and FBOs.  The coverage they offer includes premises, products/completed operations, contractual, personal injury, premises medical payments, and hangarkeepers’ liability – these are essentially all of the coverages under a CGL.  Additionally, if a client wants endorsements, the company will offer this on a case-by-case basis. 

Aviation Specialty Insurance (ASI) is a company that has over 80 years to combined experience to offer its customers.  Their coverage ranges from airports to drones and Unmanned Aerial Vehicles (UAVs).  ASI offers much of the same airport coverage as USAIG, but with some unique additions.  Workers Compensation, Fuel and Fuel Farm/Truck, Pollution, and Rental Car Coverage are just some of the things they offer that USAIG does not.

Conclusion 

In closing, airport insurance is a complex subject.  When examining liability, there are many liabilities an airport should consider when looking at insurance policies. While this paper only covered a few aspects through CGL, there are several other coverages an airport or FBO can add depending on their organization.  Insurance is very scalable which allows for each organization to find the best fit.  Additionally, there are several companies that offer CGL including several specialty endorsements to fit each airport or FBO.  Overall, airport insurance is a complex subject, however, the consequences are far greater than if an airport did not take the time to properly insure its premises.

References

Airport Liability. (2016). USAIG: United Sates Aircraft Insurance Group. Retrieved 21 November 2016, from https://www.usau.com/caf_coverages_airport_liability.php

Airports | Aviation Specialty Insurance. (2016). Aviationspecialtyinsurance.com. Retrieved 21 November 2016, from http://www.aviationspecialtyinsurance.com/airport-insurance/

Images retrived from www.Google.com on 28 November, 2016.

Introduction to Aviation Insurance and Risk Management. (2007) (3rd ed., pp. 189-201). Malabar.

Introduction to Aviation Insurance and Risk Management. (2007) (3rd ed., pp. 68-69). Malabar.

Wild, Brandon, Assistant Professor, University of North Dakota, Aviation Insurance, Lecture, Fall 2016.

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Great Person vs Great Leader

by Lydia Wiff 15. November 2016 10:00
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It’s Election Day as I sit here writing this week’s post.  I imagine all of us have been turning over in our minds the concept of who we would consider a leader or what makes a leader lately.  It does not matter what job you hold—a teacher, a manager, a pilot—you name it, you always be under a leader.  For those reasons, I have decided to discuss a popular leadership theory and research into leadership development.

The “Great Man” Theory

A “great man/woman” theory is probably the most traditional theory of leadership.  Historians have been using this theory for years and famous leaders are characterized by two specific factors:

     1. A galvanizing experience (overcoming some potentially fatal illness)

     2. An admirable trait (persistence, optimism, intelligence, etc.) that is possessed to a certain degree

Individuals such as Winston Churchill, Margaret Thatcher, and others come to mind when examining the “great man/woman” theory.  We read about those individuals and think “If only I could be like so and so!”  It turns out that while these folks really are great leaders, there is a modest relationship at best between intelligence and leadership effectiveness (You are probably rethinking Churchill as your personal hero right now).  

If we examine biographies of famous leaders further, we find our heroes were in a specific set of circumstances that was combined with individual attributes of those leaders.  For instance, Harry Truman led the United States to victory in World War II (WWII).  However, looking back, he was actually thrust into the position of president after the sudden death of Franklin D. Roosevelt (FDR).  Here we have a set of circumstances (FDR’s death and WWII) combined with the Truman’s past experiences and individual qualities that had shaped him as a person and a leader before he was prematurely thrust into the position as the leader of our country.

For some reason, our thinking is that someone has to go through some dramatic life story that explains how he or she became this great leader.  We actually see this commonly when leaders write their biographies that tell of their childhood and how they became who they are today.  While everyone loves good story, it does not touch on what is probably more important than a dramatic life experience:  leadership is developed, not made.

Developing Leadership

You may have heard the popular quote “A leader is born, not made”.  While there are individuals out there who are more prone to becoming good leaders, there is research that points towards developing leadership as opposed to developing leaders.

David Day, an Industrial-Organizational psychologist, made a distinction between the concept of “leader development” and “leadership development”.  A leader develops individual knowledge, skills, etc., while development of leadership focuses on developing the leader-follower relationship.  This includes an environment that a leader can build these relationships in that will enhance the cooperation of individuals and an exchange of resources.  To develop as a leader, you would focus on skills, knowledge and other individual attributes.  To develop your leadership, you would focus the interaction between leaders and followers.  Day describes this relationship between followers and leaders—a social exchange—as the essence of leadership. 

Day further argues that to develop leadership, the single most important “ability” that will create leadership opportunities is that of interpersonal competence.  Interpersonal competence is comprised of the social awareness and skills that tie back into his theory that the leader-follower relationship is a social exchange.  Day seeks not only develop leadership in the individual but also encourage a leader to create a group that that can work together to embrace changes in addition to creating and implementing them. 

While Day is not focused so much on the training and development of leaders (what we would most likely consider development), he uses training and development as a backdrop instead of the forefront.  However, Day does not completely rule out individual attributes and agrees they are important – without them, a leader would be unlikely or even unable to develop the leadership within a group.  Day simply argues that leadership should not stop at the individual – the development needs to take into consideration the ultimate success of the organization and how the group contributes to that as a whole.

When it comes down to it, someone using Day’s theory of leadership development would ask, “’How can I participate productively in the leadership process?’”.

Leadership Development in Progress

I realize that I have a variety of readers here, so I will not presume to say I have leadership development all figured out – in fact, I know I do not.  However, I am a firm believer in taking the opportunities presented to me, whether they were intentionally offered or not.  This might seem a little vague, but just recall group projects from classes past, a task from your boss, etc.  Whether consciously or not, there are many opportunities to develop your leadership, formally or informally.  The most important thing is that we continue to develop our leadership, instead of focusing on just our individual attributes.

As John C. Maxwell once wrote Everything rises and falls on leadership.

 

References

Landy, F. & Conte, J. (2016). Work in the 21st century (5th ed., pp. 154-157). Malden, Mass.: Wiley-Blackwell.

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Lydia Wiff



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