David Esler

David Esler
What A Business Aviation Flight Department Needs To Know About UAVs
It’s obvious that most of the traditional aviation community — the FAA included — was caught off guard by the speed and exponential growth of the UAV onslaught. And it’s only just begun.
The Guys with the Guns 3
Everyone has their Customs clearance story, which often involves allegedly being hassled or otherwise inconvenienced by Customs and Border Protection agents on a rainy night after a 10-hour international flight.
Crossing Over: Border Issues Between the U.S. and Canada
Like it or not, Canada and the U.S. are joined at the hip. Each is the other’s largest trading partner ($500 billion+ total), and our financial, electrical and transportation infrastructure are fully integrated.
ADS-B/C Retrofits 
You knew it was coming — oh, yes, you did — the impending deadline to purchase and install Automatic Dependent Surveillance–Broadcast avionics in your aircraft to retain access to U.S. controlled airspace after Jan. 1, 2020. The same cutoff applies to ADS-C, or “Contract,” equipage, necessary for operation in oceanic airspace and requiring flight crew training and, unlike ADS-B, an FAA Letter of Authorization, as well. Five years may seem like a lot of time …
Beyond the Legacy Market 

It’s been over 33 years since the late Hubert Naimer, Chuck Edmondson and Karl Frudenfeld unveiled the UNS-1, the first FMS for business aircraft. Although it focused primarily on the after-market, over the years, their Universal Avionics led by President and Chairman Joachim (Ted) L.

Two STC Programs for Legacy Gulfstreams

Two California charter/management companies with certified repair stations have earned STCs for installations of ADS-B and C equipment aboard legacy Gulfstream models. KaiserAir in Oakland and Clay Lacy Aviation in Van Nuys were awarded the authorizations in March, each based on using Universal Avionics equipment.

GAMA’s Joe Brown on ADS-B 

The real challenge to modernizing the ATC system in the U.S. isn’t the ADS-B infrastructure but the equipage of the system users, General Aviation Manufacturers Association (GAMA) Chairman and Hartzell Propeller President Joe Brown said at the GAMA State of the Industry presentation earlier this year.

Convective Weather Probability

Of all the weather phenomena with which pilots must contend, that old nemesis, the thunderstorm, remains the most feared. And for good reason.

Pushing the Modeling Envelope at WSI 

Of all the weather phenomena with which pilots must contend, that old nemesis, the thunderstorm, remains the most feared. And for good reason.

How a Private Sector Weather Service Does It 

Of all the weather phenomena with which pilots must contend, that old nemesis, the thunderstorm, remains the most feared. And for good reason.

Operating in the South Pacific 2
Like few operating areas, the South Pacific will test your airmanship, equipment and flight planning.
What Day Is It? Transiting the International Dateline Across the South Pacific

Imagine a corporate flight department with five long-range business jets that makes up to 15 transits of the South Pacific a year.  

Be Flexible in Planning Your Crew Changes

Bronte Marshall, chief pilot at Oakland-based KaiserAir Inc., urges flight crews to be flexible in spotting relief flight crews on long overwater missions. That advice is based on hard experience involving a crew exchange that wound up being complicated by an unforeseen weather event.

A Plea From Oceanic ATC 

At the 2014 NBAA International Operators Conference Robin Leach and Pat Dunn delivered the South Pacific presentation which included a list of common mistakes made by business aviation flight crews flying the SoPac routes. Here is an abridged version:

Not updating ETAs when early or late by at more than three minutes.

Not reporting reaching new assigned flight level when cleared to change. (Until verification is received, ATC blocks off intermediate flight levels.)

Oakland Oceanic Control Enters the 21st Century 

The Oceanic Division of Oakland Air Route Traffic Control Center extends from the U.S. West Coast to 130 deg. E longitude and from 05 deg. South latitude to just above 56 deg. N latitude, covering a staggering 18.7 million sq. mi. of the Eastern Pacific Ocean.


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