Inspecting Aircraft Paint

At first glance, your new paint job looks beautiful. As you take a closer look there appears to be minor defects that occurred during the process. Streaks, runs, specks and dirt in the paint are unfortunate. Some can be corrected with carful grooming and polishing. Preventing these minor mishaps, the paint shop needs to washed and clean prior to the final coat being applied. Also the experience of the painter and the touch of the application is the key to a successful paint job.

“Runs” in the paint are due to an application that is too heavy. Small runs can be carefully shaved and then polished. Even for the best painters this is difficult and runs can be seen even after buffing. Large runs cannot be corrected and will result in large areas being stripped and re-panted. “Rag Marks” are due to residual solvents left on the fuselage during preparation looking like wiped streaks. The vapors get trapped beneath the paint and can cause the finish to bubble and blister. In some cases these areas can be polished and buffed out.    

Fish Eyes

“Fish Eyes” occur when dust and dirt in the paint area get caught the stream of paint during application. At 40 PSI they are then shot back into the paint creating what appear to be small creators in the finished surface. Fish eyes can be shaved or lightly sanded out and then with a fine airbrush can be touched up, then buffed out and polished. If they occur in a white finish they a heard to find, but if the occur on a dark painted finish they will look like spot marks or blemishes in the finish.

Orange Peel

“Orange Peel” is an effect due to an inconsistent mix of paint and air being applied. The surface looks pebbled and lacks a high gloss finish. Minor orange peel can be polished and buffed, but large areas are difficult and will typically look worse than before. There are also areas where paint is applied to thin or to thick. These conditions area again credited to the painter and their experience in painting business aircraft.

No paint facility wants to spend the time or money re-painting your aircraft, so they are always confident that these minor issues can be corrected. In some case the can be, but in many the simply cannot. Polishing and buffing can repair minimal defects but if they are significant they will not be able to remedy these areas. Over buffing can cause burn marks and visible swirls in the paints finish. A properly applied paint job with a Teflon protective coating should last between five to eight years and is dependent on whether the aircraft is hanger kept or not.

Paint Livery & Design

Ramp image has long been a driver of exterior paint designs for VIP and business jet aircraft. Much of this is driven by the jet’s ownership on how much or little of a statement they choose to make. Most prefer to go unnoticed with paparazzi sitting just of the edge of airports posting pictures on the Web. Some companies may use it as a marketing tool like Nike’s sneaker, Oakley’s camouflage or New Yorker’s jeans branding. Additionally, once unheard of using the corporate logo is now being seen on exteriors is a common sight today. This all depends on the company’s position, marketing strategy and in some cases aircraft and passenger security.

In addition to unique designs and logos is the use of national flags, unless required by regulatory authorities. This is dependent on the countries you operate in or fly into. We all know that N means US, but to the general public it means little unless a US flag is painted on the tail.

Complex designs and multi-color schemes raise the cost of painting an aircraft. Each additional color requires the shop to mask the aircraft and paint new colors that can add time in the painting process. There is also the consideration of metallic and multi-directional paints that change color from the viewing angle. The aircraft’s belly or upper can be painted a contrasting color. When considering painting the wings keep in mind that dark contrasting colors on the top of the wing will conduct heat and can affect fueling in hot weather conditions

Superjet Paint Concept

Most paint facilities can provide you with numerous design renderings in both 2D and 3D to assist in making your decision. If it is hard to visualize these, you can go as far as to have a desk-top mode of your aircraft painted in the new livery to confirm your decision. Spend enough time on the design phase as you may need, because you will live with your choice for a very long time.     

Aircraft Painting – Strip & Prep

A successful aircraft paint job begins with the surface preparation. A new aircraft from the OEM needs only to be lightly sanded and cleaned prior to receiving the primer-filler coat. Some rivets may need to slightly shaved if they don’t properly sit flush to the skin. Temporary seals need to be cut out and removed while others need to be covered with tape. The quality of skin work varies and can be flushed with body fill, however over time this putty can crack loose so use it very sparingly or none at all.

Repainting an existing aircraft first shall require the stripping of the old paint. This will first be dictated on the shop’s location and its use of chemical strippers. The Environmental Protection Agency (EPA) in the US has regulated the use of toxic strippers that contain methylene chloride. Older facilities can still use these strippers but must contain the waste in drums and have it removed by collection systems. Newer facilities or some that has changed for environmental concern, now use synthetic polymer beads and high pressure air systems that simply blast away the old paint without penetrating the aluminum skin. This technique is similar to sand blasting where a pressurized gun blows beads against the airframe at about 40 PSI. The beads, dust and paint is removed in a prep-area and then the surface is lightly sanded as required and cleaned for priming and painting.

The use of bead blasting also has its advantages where chemical etchants can get between aluminum panels and rivets where the OEM has sealed theses seems where Alodine was used to prevent corrosion. Strippers can also affect the coatings and anodized finishes of fasteners and rivets. It would be a good idea to consult with the OEM by speaking to your local in-field, service representative before you strip you aircraft.

Once the paint has been removed, inspect the surface carefully to be sure all of the old paint has been removed and that there is no residue, oils or hydrologic fluids on the skin surface. Also dust or dirt needs to be wiped off as any of these contaminants under the primed or final paint finish will affect the longevity and durability of the final painted surface. All of the foil and paper protection from the stripping process now needs to be removed and replaced with new protection to begin the paint process staring with the primer coat.

Composite Interior Components

One of the first interiors I worked in was a GII completed at Atlantic Aviation in the mid-seventies. The cabinet sub-structure was made of marine plywood, wood screws and aluminum angles. At the same time, DuPont was further developing the woven fire proof fabric known as Nomex into structural material. It did not have the integrity that DuPont was seeking, but when the panel was combined with a honey comb interior and impregnated with Phenolic resin, it became rigid and very light weight. In the early eighties, Nomex panel became the aviation industry standard for sub-structure that could be manufactured into cabinets and formed into headliners and the like.

Parallel to the development of the Nomex panel was the enhanced development of aluminum honeycomb panels. Both of these types of panels at that time were very costly, but the benefit of weight savings could not be ignored by cabinet shops and completion centers. DuPont went even further than Nomex as a fire proof material with the development of Kevlar. This petroleum based fiber was then developed for the military in the eighties when the matrix woven fabric was then impregnated with low viscosity resin it was found to be bullet proof. This material it was so low in weight and high in tensile strength, that it could not be ignored for numerous uses that include body amour, building construction and aircraft airframe manufacturing as well.

Nomex Burn Samples

Today all three of these panel materials are commonly used in the manufacture of business jet interiors. Depending on the location of application they can be used alone or combined to create complex components. Panels are now cut on Computer Numeric Controlled (CNC) Routers that allow one skin to remain intact so a five sectioned panel can be bent into a single drawer without being cut. Panels are glued together with pins, injected with epoxy and the edges are filled with structural putty.

Delrons

Once formed or built, these panels can be secured to the aircraft structure with shock mounted brackets known as isolators. These attachments are fastened to the Nomex components with inserts called Delron’s that can be secured with screws that won’t crush the composite panel.



It is good to be able to inspect cabinets and components in rough form before they are covered in wood veneer or fabric. Edges of wet units like galleys and vanities need to have the composite edge filled and sealed so water cannot penetrate the panel. Corners and edges that have been filled with putty should be inspected to insure that the fill is adequate and won’t crack loose. By giving components the once over, it will guarantee that the finish material adheres properly especially wood veneer that can delaminate once that cabin pressurizes in operation.      

Upholstery Leather

Leather seat covering has been a favorite finish material that is easy to maintain and conveys luxury in business jet aircraft. It passes the burn test requirements easily and can be custom dyed to match any interior. Typically upholstery grade leather comes from European cows where barbed wire is not used in fences that can cause scratches and scars on the animal’s hide. There are also specialty leathers and hides that come from deer, ostrich, crocodiles, stingrays and sharks as well.

The initial process in tanning leather starts where the hides or “crusts” are then cleaned and pickled to remove the hair, soften and cure the material. This prevents the hides from drying out or decomposing over time. When the hide comes out of this process it has a grey blue finish and the crust is known as a “wet blue” and is now ready for tanning.

There are several types of tanning processes which include natural or vegetable tanning, aniline and semi-aniline dying and synthetic tanning that creates unique finish effects. Vegetable tanned leather has a very natural look as it uses dyes made from vegetables, tree barks and plant matter to give warm colors such a tans and browns. Aniline tanning uses a wider array of pigments that create vivid colors this type then has a protective wax coating applied to give it a glossy finish. This type is the most widely used in aircraft seating as it wears well, looks good consistently and needs little maintenance.

Upholstery grade leather is quite different than fashion grade material. There are four main catoagories of upholster leather, full grain, top grain, split and corrected. Full grain leather uses all layers of the hide; it is thick and sometimes difficult to upholstery with but will wear best over time. Top grain and spilt are hides that have been separated using only the top of the hide or the bottom which can give different effects in grain or suede finish. Corrected leather is a lower quality material grained pattern is embossed which takes away from the natural beauty of the animal. This type is lower in cost but will not last long and where out in heavily rubbed areas like arm rests.

If given the opportunity, inspect each hide prior to upholstery. Look for thin spots, scars, scratches, blemishes, pin holes and rub marks. Select the best sections for the seat panels and back panels. Less desirable sections can be used in the non-visible areas of the bucket and cushions. Ask the shop to provide you with a rub test if possible. Testing machines known as the Taber Abrasion Test is provide from some leather suppliers. The high the number of rubs that the leather can withstand, the longer the seat will wear during operation.

   

Next Gen IFE

Walk up to the Gulfstream 650 with an I-Phone in your pocket and the aircraft asks if you would like to download the cabin control app. The “I” world is changing around us at speeds even computers can’t keep up with. So is In-Flight Entertainment known as IFE and Cabin Management Systems or CMS. Seamless connectivity that allows the passenger to move from home to office to aircraft without missing any voice or data has been around for a few years. Now with the app revolution, it goes one step beyond to cabin controls and entertainment selected from your device.

Not only does this mean lower cost IFE and CMS equipment, it also cuts the weight of having excessive monitors, DVD players and source equipment on board. In the cabin WIFI environment, these devices can “live stream” TV, Audio and Video directly to passengers hand held devices and portable pads. It also eliminates large switch panels located on side ledges and cabinets as well as many sub-control units buried in or under furniture.  

It starts with a Broad Band connection, typically operating over an Inmarsat SATComm System connected to a cabin distribution unit or server over a secure WIFI connection. Then by adding a SAT-TV connection or an Audio/Video on Demand System passengers can watch TV or movies by tapping on screen.

Sound simple, almost; there are numerous types of systems. Before you jump into one, find out the cost per minute of the service. These rates can vary but constant live streaming over long flights can come with high monthly bills. If you are upgrading and existing system, work with you modification center to select a system that will be compatible with your aircraft’s CMS/IFE backbone and the aircraft’s antenna.

Once you have created this “in-flight hot spot”, passengers can connect and control all cabin functions. This cuts down significantly on the miles or wires used in a traditional cabin management system. Weight is also cut significantly and these hand held devices are inexpensive and can be stored anywhere in the cabin. Intuitive Graphic User Interfaces or GUI’s, help the passenger access and control the system with little help from cabin crew.

Wood Veneer

The warmth and beauty of a VIP aircraft interior can be seen in the craftsmanship of the cabinets covered in exotic woods. These cabinets are covered in paper thin layers of veneer on a flame proofed, plywood backing. The veneer itself comes in two generic forms, straight gran and burl. From this point there are many species and variants referred to as figured, pommele, mottled or waterfall. This figuring can occur in many straight grain species and add significantly to the depth and beauty of the veneer. There is also man-made veneer or reconstituted veneer that has gained popularity with designers and is less expensive than some exotic species.     

 Another area where the veneer can gain its unique look is in the actual cutting of the log. In straight grain wood there are three simple ways in which the log can be cut. First is rotary, like a pencil in a sharpener, rolling the log against blade as it unravels. Next is plan sliced where the log is simply cut straight through creating arches or cathedrals in each slice. The third is quarter cut, where the log is divided into for quarter sections then sliced. This creates the most even or straight grained look. Burl however, is cut flat and then laid out in a sequence creating matched square sections that radiate.

 When designing you interior, selecting the veneer first allows the designer to match the correct tones of leather, carpet and fabric. Sometimes stains can be applied to create different tones to give a certain look or match an interiors specific color theme. Some stains and wood species over time however, can change color and fade. They can be affected by light as well, so it’s best to close your window shades when the aircraft is not being used, even when it’s parked in a hangar.

Ebony Log

When the veneer arrives in log form, it is then hand laid out in sequence to produce sheets. The best sheets can be selected for use on bulkheads and tables where passengers are looking directly at them. The larger the aircraft, the more logs may be required to give uniform coving to all the cabinets. If you have an option, it is best to work with an expert and review the sheets, then tag them for the correct application. Make sure there is enough spares should over sanding occur during the finishing as the veneer itself is .20 mills thick on average.

While your cabinets are being built, it is best to inspect them once the veneer is applied, once it is sanded and prepped for varnish. Inspect them after vanish and then a final inspection before it is installed in the aircraft. Once in operation, most cabinets can be maintained and cleaned and by using a very soft damp cloth. Do not use any cleaners or detergents that may dull, craze or cloud the varnish. Consult with your completion center on cleaning and care for long lasting, beautiful cabinetry.

Cabin Seating, Part 3, Design & Styling

The seat design and its covering are usually the focal point of the completions interior. Classic, timeless styling can create the look that expresses the owners taste. It also can entice the occupant to feel cradled and comfortable for the long haul. It begins with the buildup of various densities of foam, from hard to soft that create the level of comfort and support after the first hour and long into the last hour of flight. A selection of foam build that is too hard and the passenger is in constant motion to find a pleasing position. Too soft and you feel if you’re sitting on the hard pan below the cushion. Then there should be the consideration that eventually the foam will breakdown and soften over time. It is best that the upholstery shop create several foam build ups for you to sample.

The design of the seats bucket also will dictate the comfort, not only as a seat but when it’s berthed for sleeping. A seat that is too sculpted and contoured will make a poor berth. A seat that is to flat and designed for berthing is then uncomfortable for seating on long flight legs. It is best to find the happy medium in this case depending on the type of berthing requirement your operation has. Where the design is tufted or rolled also impacts the level of comfort. Button, bars, pulls, seams, piping and stitching also affect the overall comfort. Some operators look to automotive styling for the sculpted bucket look but don’t consider the reclined or berthed seat. It is important to sit in as many designs that are available to you when making you selection.

Leather covering is a great choice for seats. It warms to the bodies’ temperature, has the look of luxury and is easily maintained. Upholstery fabric is also good where sound damping is a concern but looks worn over time and requires more cleaning. When selecting leather it is good to request a rub test like the Tabor test. This will allow you to select lather where this finish will not wear prematurely. Leather can also be repaired and the surface repainted should it be damaged. Custom dye can match the fading of your leather. Once delivered the window shades of you aircraft should be closed especially if you aircraft is not hungered. When selecting fabric covering for your seats it should be upholstery grade and not the type used in light traffic seating or draperies. Wool is always the best choice over blends and synthetics.

Be sure you perform a first article inspection of your seat. Inspect the stitching and workmanship, but above all sit in it. Not a quick trial either, but a good half an hour to get the sense that the seat will be comfortable on long flights. Make sure that there is a piece of carpet and pad below your feet to get the correct floor to thigh height. Spending this time and making any adjustment to the foam build or design of the seat will increase the comfort of your aircraft significantly.

Cabin Seating, Part 2, The Manufacturers

There are more manufacturer choices today than ever before in the arena of business jet cabin seats. BE Aerospace, DeCrane, PAC, AST and Iacobucci, just to name a few. Some aircraft are certified with only one seat option as part of a packaged completion. Others may offer a choice of two, but in the realm of airline class jets, the sky is the limit. Each of these manufactures meets the 16G TSO and has a host of options. These include folding leg rests, articulating head rests and drop down arms. They also offer electric options that utilize small servo motors that control leg rests, recline and lumbar supports. Others also have electronic features with digital control panels, in-arm LCD monitors that deploy with electric outlets and audio jacks.

There are also design and styling options that allow curved and contoured armrests. Sculpted seat backs w headrests that give a square back or tapered sides for a soft, rounded look. They offer high seat backs with flex-wing headrests that cradle the head. There are low back seats that can give the cabin a wider, open appearance. Some have storage compartments, seat base cover options and magazine pouches. These options can define the look, comfort and weight of the seat.    

All seats have a basic weight as per their respective TSO tags. This would have been established during the certification of the seat to gain approval. They also have their maximum weight, where the seat was tested along with the OEM’s seat track and structural installation for deformation. When you spec your seats and options, you must be aware of this maximum weight so options don’t eclipse the certified weight. Not all seats in the aircraft need all the bells and whistles either. Adding maximum features to all seats can eat into your interiors gross weight and affects your weight and balance significantly. So, choose your seat options carefully and find the balance between comfort, function and weight. 

Cabin Seating, Part 1, 16G & Dynamic Testing

All new aircraft certified since 1988 must conform to 16G seating that has been dynamically tested. What does this mean to you next completion, very little, however Head Impact Criteria or HIC does. You can find the criteria in the FAA, FAR’s in Sections 25.561 and 25.562. There are two separate tests that are conducted to determine the seat ability to withstand a 16G impact crash. The first test is a forward, directional sled test where a seat is placed on structural base in seat tracks and sent at an angle of incline at a rate of 44 feet per second and abruptly stopped. The load factor is at 16G’s, thus seats are referred to as 16G.

The second test utilizes a seated dummy in the seat for HIC testing. The dummy reacts to the restraint of the seat belt and shoulder harness. This demonstrates the head, arm and leg swing in a typical crash scenario. The HIC test is far more important when planning your floor plan configuration because cabinets, tables and bulkheads must be placed with enough room to allow to passengers clear obstacles is such extreme crash situations. With the dummy, deformation of the seat and structure can be measured as well. When planning you next floor plan, the completion center should fully understand the HIC requirements of your particular seat and airframe.

In addition to structural constraints are the burn certification requirements and tests. The covering and build-up itself must be flame proofed to meet the FAR’s 25.852 paragraphs A & C. Paragraph A includes the finish covering, in this case the fabric or leather used in seat upholstery. Paragraph C includes the flame proofed foam and glues used inside the cushions. Seats today from the manufacturers come with certification tags, but the actual TSO-127 must cover the finished, upholstered seat itself. So the upholstery shop itself must be compliant to fabricate 16G seats under the manufactures TSO. The OEM or completion center must provide flame proofed samples and built-up cushions for burn testing. It is important to track and log this information should you need to re-upholster or change a seat later in the life of your aircraft.

Galley Planning, Part 5 The Working Environment

Now that you’ve decide on what to put in your galley, it’s time to place it in the most useful and convenient location. Not every item can be on the countertop or at arm’s reach. Some items may even be behind others or stored elsewhere in the aircraft.

The typical galley has three levels, upper, middle and lower. The upper are usually consists of storage areas for glassware and smaller items. They are usually enclosed with sliding doors because there is little head room for hinged doors that swing inboard. It is popular to enclose decorative glassware with acrylic doors and back lights that give a nice visual presentation.

The mid-galley area is typically at counter height and sets slightly outboard. This offset creates the working preparation area. This area becomes more critical than one may think. The reason being is that when meals are being plated, you may need this flat surface to place several plates when getting organized prior to serving. The mid area is also a very good spot for the coffee maker, liquor and snacks. It is best to enclose these areas in rolling tambour or sliding doors. A hinged doors swing means items on the counter will get in the way when you try to access these areas.

If there is a sink on the counter be sure it has a cover when it’s not being used an automated drain valve. It is also best not to plate the sink in gold as it will wear quickly, try to keep it in a stainless steel finish as the cover will be in place when passengers board.  

The lower galley is where the larger, deeper items will be housed. Such as ovens, microwaves, ice drawers, china, utilities, trash, food and beverage storage. In larger aircraft it is chillers, refrigerators, trash compactors and drawer style dishwashers will be placed. Each of these areas will have its own requirements for doors and lings. To minimize weight it is best to use as little laminate as possible, galley cavities should be painted. It is also very useful to implement pull-out work surfaces just below the counter to give additional space when needed.       

In your galley planning, remember the basics step in planning, consult you passengers, gain in-put form you cabin crew and work with you completion center. Keep quantities to the basic minimum and carry spear and rarely used items in a closet or baggage area. Select tasteful yet durable service ware that can be replaced and stacks and stores easy. You will be surprised how much can be packed into a small area that can create culinary perfection!

Galley Planning, Part 4 CCF & Service

Now that the puzzle is almost complete, the owner comes into the picture with their CCF or China, Crystal and Flatware. It never seems to fail that some went shopping and managed to buy more than the typical galley can hold. Most OEM’s offer support with CCF and some go as far in to provide a basic selection.

First you need to understand what makes a basic table setting. While we have touched on glassware in Part 3, the rest also needs to be understood. In world of fine dining a table setting can make up over 10 pieces of china and 12 pieces of flatware. Carrying this load is simply not practical even in airline class bizjets. Here again, some items need to perform double duty. While it is proper to use fish forks and fish knives it’s not prudent to carry these items for the few times fish may be served as example.

VIP service can be extremely elegant with a basic selection that consists of; a diner plate, a salad plate, a desert plate and a soup bowl (no handles). As space allows other pieces of china can be added. With regards to flatware there is the diner fork, salad fork, diner knife, soup spoon and desert spoon. You may also wish to consider butter spreaders and Espresso spoons.

As for storing these items, many like the look of custom fit, felt lined drawers. These work very good for flatware but for dishes they waste space that can be used for small items placed between them. Also felt looks good when new, but gets dirty quickly and is hard to clean. Laminate lined china drawers with anti-skid bottoms and posts work well. This type can be easily cleaned after each flight. Also if you don’t have space for dirty dish bins, plates can be wiped and placed back in laminate drawers dirty. Falcon utilizes bins for both the storage of china that doubles for the dirty dishes after. If you send you dishes in bins out for cleaning after the flight, stencil the aircraft’s registration number on them for identification.

But you’re not done yet! You cannot forget the basic utensil’s and service items to complete the galley. This two can be extensive; salt and pepper, sugar bowls, creamers, bread baskets and serving trays. Many operators shy away from silver and opt for stainless that doesn’t require polishing. With regular use sliver doesn’t tarnish but service items need to be stored in soft cloth bags.

In our final installment of planning your galley, we will put it all together for logical placement, preparation and serving.

Galley Planning, Part 3 Beverage Service

A great deal of in-flight service revolves around beverages such as cocktails, coffee and soft drinks. It is not the storage of bottles and cans that is the issue, rather than the shear variety available. Moreover, it is having all the extras that come with this level of service that makes planning this are of the galley a challenge. It is not just a matter of knowing the passengers like and dislikes in this case. But issues like coffee or tea, decaffeinated or regular, cream or milk, sugar or sweetener and so one. These variables in every area create access and storage problems in planning any galley.

First, there is the allotted space for glassware and coffee cups. Tall stemware creates a host of issues besides height and the width of the goblet, there is breakage to consider, not only in the cabin but by cleaning services at FBO’s. It is best to select stemware that can double between red wine, white wine and water, unless of course you’re in the airline class of galley and have such space. The same hold true for water glasses, tumblers, and high-ball, old fashioned and whiskey glasses. Again it is best to select in these areas, glasses that double for multiple purposes. Specialty glass ware such as shot glasses and champagne flutes and be stored in lesser quantity as needed.

Depending on the coffee maker selected it will dictate the accessories that will be required. Carafe style coffee unit’s work better than single pot units, as additional carafes can be purchased for regular and decaf. Individual service, pod style units are convenient, with a wide selection but they produce one cup at a time which is hard when coffee is in demand. When planning coffee service it is best to have everything you need in one area, the unit, the cups, sugar, stirrers and the like. Tall much that fit into sideledge cup holders work better that cups and saucers that require more storage area.

Liquor and wine can also be trying with regards to the vast verity and what a galley can carry. Miniature liquor bottles can be convenient but hard to find everywhere you may fly. Large bottles work well but storing many is difficult, most operators carry some of each for convenience and verity. It is important to plan the height of your ice drawer to be tall enough to stand white wine or champagne bottles inside. Put them in a plastic bag so the labels don’t get soaked and peel off. Plan to have a divide ice drawer as well for “clean” ice for drinks and “dirty” ice where cans and bottles can be stored. Also, don’t leave expensive wine sit on the aircraft, especially if it parked outside for a prolonged period.

As for soda, juice and water bottles, it is good to have a divided dedicated drawer for these. Some may be stored in the dirty ice area and a fly-away-box with extra can be placed in the baggage if required. Again, knowing your passengers before you plan your galley helps greatly in beverage service.

Galley Planning, Part 2 Storage

To simplify galley planning we break it down into five basic areas. Three of these areas revolve around storage, they include food, beverage and service items. These three areas all work in concert with one another to make preparation and service flow seamlessly.

Storing food on a business jet can be as simple as an insulated area that can bleed cold air from a gasper or placing items inside the ice drawer. It can also be as complicated as using a chilling device, refrigerator or freezer. Several companies’ manufacture these components in different sizes to work on aircraft power. When utilizing a cold air chiller, give thought to the access of the filters which require maintenance from time to time. Chillers offer greater flexibility than refrigerators, because these units can be ducted into multiple compartments. Refrigerators and freezers typically have small storage capacity and their weight must be considered. Dry ice is a last resort based on availability and handing.

In addition to cold areas, you must plan for dry food storage as well. These will include boxed and packaged foods, condiments and snacks. Drawers work best for these small items and should include adjustable dividers for flexibility. They should also be lined in plastic laminate for ease of cleaning. In the planning stage, take sample items to the completion center and have them measure specific packages for dedicated storage.

If you have discussed your galley with your caterer, be sure to get sizes of their standard trays and packaging for the center to measure. Many utilize trays that are very wide for use in typical galleys; you may need to ask them to special order smaller trays to fit. Otherwise you will find yourself re-packing food every time you fly to fit your galley. In our next installment, we will discuss beverage storage and service.

Galley Planning, Part 1

Culinary delights prepared in a postage stamp size camper galley are paramount for most VIP flights.  Skilled crew can often surprise the most astute dining critics. But, proper planning of the galley area can be a tall order in this era of modular Ikea flying kitchens. Small to mid-size jets typically utilize snack and platter type service. Once you move into large cabin class aircraft, range might mean multiple meals with cold storage and on-board cooking as regular food service.

The best place to start is with your passengers themselves. If you fly with same passengers, your task is easy, a few basic question of likes and dislikes and your all set. If you fly a varied group on a regular basis the same quarries can apply, but if you’re a charter operator who must cater to a multitude of different tastes, than planning the galley can be a headache. Some charter operators limit meals by provide high end, pre-planned menus that cover even the pickiest passengers.

Another source of good information is from your caterer. Chances are they prepare your food service for you in advance. Sit down with these professionals and figure out the best way to plan, store and serve their meals. Find out how it will come packed, in with types and sizes of containers. As an example; will a sandwich tray fit in the designated storage area or does your aircraft require chilled compartment because the boss likes fresh seafood.

The typical galley comes in five zones. One zone accommodates food storage, one covers beverage service, and one is for service items such as china, crystal and silverware. Then there are the two zones for preparation and cooking. In the next five installments of Galley Planning, I will cover each of these areas in depth.

The Five Pound Bag

The old adage is that you can’t fit ten pounds in a five pound bag. An aircraft more often than not, becomes that ten pound vessel. Oh it can hold it all right, but something’s gotta give. In most cases its range and performance, in some aircraft it is a lack of storage. Crew closets hold service items, baggage areas hold galley supplies and cabinets burst at the seams.

 

 

Most operators planning a completion don’t come to the table prepared with list detailing all of the items required. This should include the weights of items like galley supplies, china etc. Although they are not part of the actual weight and balance and considered loose equipment, they affect the cabinet’s structure. Over weight items will require cabinets and drawers to be stressed to hold additional weight with double slides and robust panels.

The galley and table service are the two biggest culprits. Cabin crews need to carry everything and the kitchen sink. I once inventoried a G-IV’s galley to find 72 cans of soda, 16 bottles of wine and eighty pounds of China and Silver. That’s one passenger, in total the galley held 540 pound of stock. Half of that would have provided first class service to a cabin of eight.

 

 

Plan for the seventy –fifth percentile flight, not that one time you may need it all. When you do, use fly-away boxes to hold the additional items. When heading to remote regions, then stock the baggage with extra water and wine. Plan you service when working with the center. A salad bowl can double as a cereal bowl and a beard plate can double as a dessert plate.

When designing your layout, ask the completion center to provide adequate space and account for the weight of each storage area. Then use the plans of each storage area as an inventory check list when preparing the aircraft. This will prevent overloading that leads to broken latches, slides that bind, and doors and drawers that break. Most of all, it might mean not off-loading that additional passenger, making range or using every foot of that tight landing.

Define the Mission

We don’t actually read the instructions anymore. We remove it from the box, plug it in and figure it as we go along. The decision was made to buy a jet based on what or how? Getting from point A to point B? How big the hangar is? Home much the decision maker can afford? It’s hard to tell, but was it based on a mission? Maybe it was.

The mission is often over looked. And at this critical juncture, the success of the completions outcome or entry-in-to-service or the overall satisfaction of ownership can hang in the balance. Often it’s a city pair that will determine the purchase. When the large cabin class race began some fifteen years ago it was Tokyo to New York or about 5000 miles that set the bench mark.

But there are many other decisions to consider. Planning for that one long range flight taken a few times a year, may mean more aircraft than you need. Is the aircraft weight or required field length adequate for the cities you visit on a regular basis. I have found that most pilots have all the figured out. Where they fall short isn’t with the size or range or avionics at all. The success of the aircraft can be measured on other intangibles or even creature comforts. There are so many that don’t get mentioned because at that critical moment of decision making who thinks of seats, galleys and lavatories.

Most often it is the back of the cabin that takes the proverbial “jump seat” in the decision making process. When defining the mission take the time to think about these areas. After all, they are VIP aircraft for the most part and cabin service should be studied. It should not be overkill, but be adequate amenities to provide the finest service without compromise.

No Time Like Now

 

At the suggestion of a long time business aviation colleague, the recommendation was to share thirty years of knowledge in the arena of business jet interior completions. As my first posting, millions of ideas float through my head on what to share with you. I would like this blog to be an educational source of information for flight operations faced with the daunting task of a major completion or refurbishment.

Having worked for major OEM’s, Fortune 500 companies and HNWI, it always amazed me how various operations came about their decisions. This crap shoot sometimes works out fine and others crashed and burned.  

When I started in the industry, building of interiors consisted of skilled cabinet makers, marine plywood, a tape measure, wood screws and a sketch. There are still GII’s in operation today with components built from these prehistoric materials. They would build a galley and then a draftsman would draw it up, a process known as reverse engineering. Today, craftsmen give way to engineers using sophisticated computers with 3D CATIA software creating pages of drawings to be constructed from. Aerospace grade composite materials, CNC milling machines and regulatory constrictions have changed the completion industry drastically over the last decade.

Over time this blog will be dedicated to practical and useful information on how to plan, execute and manage you next completion project. Most importantly it will help you communicate better with the owner or decision maker of the aircraft to insure success and ultimate satisfaction. 

Thanks for reading,

David Salkovitz