Can You Support That Aircraft?
Aircraft owners often come back from NBAA or AOPA with bright-eyed excitement. Who can blame them? Sharply-dressed aviation spokesmodels follow them around to show off the latest in state-of-the-art aircraft technology. Owners are inundated with multi-million dollar displays, free Haagen-Dazs ice cream and an unending list of invitations to top-shelf cocktail parties. It’s almost too much to resist.
The biggest underlying issues that any aircraft owner must understand are how much an aircraft costs to operate and how well you can support it. The military uses an interesting ratio of how many maintenance hours are required per operational flight hour. They also look at combat readiness percentages. It‘s a worthy idea to consider how much time and money it will take to support a potential aircraft. Can you provide a “mission-ready” status with the resources you have? Believe it or not, many people acquire aircraft based solely on the purchase price. Woe to those who do not ask their DOM for his or her advice on aircraft purchases. The effort and cost to support an aircraft is the single largest cost of operation next to fuel. To an aircraft manufacturer, the parts (referred to as support) side is actually the most lucrative part of an aircraft purchase.
Over the years, I have come to the conclusion that the most expensive aircraft to operate is a new one. This might shock you. I am sure many readers will respond with the thought process that new aircraft always have a lower per-hour operating cost, and there always seems to be plenty of glossy literature to reinforce that point. The reason I believe new aircraft are the most expensive to operate is twofold. First, newer models of aircraft are getting increasingly difficult to support from the basis of PMA replacement parts. When new aircraft models come out, manufacturers often change part numbers on everything. This makes it nearly impossible to buy aftermarket parts. Secondly, in order for aircraft manufacturers to attract new sales, they often need to introduce new technology. This new technology is often unknown to those working in the field, or at least A&Ps haven’t had experience dealing with it yet.
A client and I recently dicusses a Pilatus he purchased. The DOM mentioned repeatedly to the owner that an older PC12-45 would be more cost effective to operate for the cargo and charter business than the PC12-47. The owner listened to the pilots instead — pilots who swore up and down that they had to have a PC12-47 with the newer avionics. The world wouldn’t be the same without it. Well, after my latest visit, the aircraft owner is less than pleased with the support he had received.
An example of good customer support is Cleveland Wheel and Brake. A DOM told me that he had been trying for eight months to get an illustrated parts catalog for the brakes that came on his aircraft out of the factory. After wrestling with this issue, he had me order a new Cleveland Wheel and Brake conversion kit for his aircraft. Why? Because Cleveland does a good job of providing illustrated parts catalogs, service manuals and parts support for thits products. Some manufacturers would do well to sit up and take notice of the effective tech manuals and IPCs Cleveland Wheel and Brake puts out.
Several airframe manufacturers in our industry offer good support. Gulfstream has repeatedly received industry awards and praise for the high level of support it has offered its customers over the years, and it shows. Despite this nasty and long recession, Gulfstream has continued to build and service some of the finest business jets in the world. Bell Helicopter is well known for its expansive rotor support around the globe. Many major component suppliers such as Rolls-Royce Engines and sub-component suppliers such as Concorde Battery have still done well in this recession because they have offered a good product with excellent support.
Aircraft support is more than the cost of parts and fuel. The real fun begins when a DOM looks at how to maintain an aircraft. If the aircraft is at least five years old, there should be a wide array of ground support equipment (GSE) readily available. Another option is to look for high-quality, used GSE. You can save considerable money. In some instances, GSE manufacturers have been known to sell refurbished or recertified equipment at a respectable savings. You would be surprised at how much surplus GSE (especially corporate aircraft) is available for sale. If I may make a recommendation, do not order any new GSE until you have physically taken delivery of whatever aircraft you decide upon. Several years ago, a client spent a small fortune in purchasing a large amount of GSE for a Bombardier Global Express. Months after he purchased the equipment, the corporate flight department decided to sell off their production slot. It opted for another aircraft instead. As a result, my client had a small fortune tied up in new Global Express equipment for years. I would often go by his hangar where we would joke about this large pile of shrink wrapped jacks, ground support carts and tow bars.
Training is another important component in familiarization with a new aircraft. There are several reputable organizations (such as FlightSafety) that offer extensive training programs for all sorts of aircraft. The ability to conduct maintenance familiarization for an aircraft and the ability to access “tribal knowledge” on any aircraft platform is an enormous cost savings. Try finding some maintenance training for some other types of aircraft. Although they may be inexpensive to acquire, training technicians and supporting these machines is another issue entirely.
We have spoken of the cost of parts, the ability to get support, and the ability to acquire the knowledge necessary to maintain these machines safely. Thee last thing I would like to mention seems so obvious. Alas, I know of someone who forgot to check about the ability to hangar their aircraft. I know you’re laughing, but I know of someone who sold their MU2 without checking to see if their new airplane would fit into their hangar. You see, Johnny Barnstormer left in an MU2 with a wingspan of 39 feet. He returned days later with a Twin Commander, fresh from a grand renaissance rebuild. The Commander has a 46-foot wingspan and had to be parked outside. The owner was not happy, especially when his shiny Commander was damaged during one of those typical Midwestern spring hail storms.
As a DOM, it’s important that you take a lead role in advising a potential aircraft owner regarding what type of aircraft they would like to buy. Sit down with the potential owner or chief pilot and find out what they really want. You might be able to make some suggestions or bring up maintenance and support issues that would affect their expected level of happiness. Aircraft owners want to use their aircraft, so it’s best to give recommendations based on experience and the ability to keep aircraft operational.
Norman Chance is President and CEO of Chance Aviation, an international aircraft parts distributor headquartered in Indianapolis. He has a degree in aircraft maintenance from Vincennes University and a degree in aeronautics from Embry-Riddle University. He holds an FAA A&P certificate.