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[Music] [Music] is it possible that flights could be the ultimate definition of adventure Aviation has been on the leading edge of human exploration for the past century and despite having explored the skies all the way from Kitty Hawk to outer space there still remains endless adventures beyond the clouds [Music] [Applause] [Music] the bustling world of high-tech commercial airliners displays the huge leaps and aviation technology available to us today for the small more accessible realm of general aviation aircraft provide a catalyst for pilots to experience the adventure of flight just as the Wright brothers had imagined it would be where the two branches meet is the world of corporate aviation where fast high-tech Jets capable of operating at some of the world's most remotes and challenging locations take their passengers countless times a day at the pinnacle of corporate aviation lies NetJets a company that offers fractional ownership of business jets that jets was originally founded in 1964 as executive jet aviation it was the first and still is the leading private business jet charter and aircraft management company in the world NetJets customers referred to as owners purchase a share of a particular type of airplane which they're given access to year-round in the cockpit of these aircraft are some of the most experienced pilots in the world this is one of the very very few companies in aviation where everybody understands the importance of safety everybody breathes in every single day a view this company is everybody is carrying our families all the time we're looking at operating every flight with the same safety margins as if our own families were in the back of that aircraft because that's what our leaders expect I mean that's what it's about it's about getting people from A to B safely I think of NetJets as my last aviation job I'm going to retire people I work with they enjoy doing their job the best trained pilots in the world when somebody says NetJets you know the trained very well NetJets excels at a lot of different things but I would say that the two points that rise to the surface most often when I'm speaking with our customers is his access and peace of mind corporate jets offer their owners unsurpassed comfort in the air with an ultra quiet cabin advanced safety technology and luxurious seating but may spin chill a net Jets owner for over 16 years prefers the seats in the front of the plane mace has been flying his whole life and jumped at the opportunity to pilot his own aircraft a privilege only obtained after undergoing extensive and rigorous training side by side with NetJets pilots I was really enthused to be able to train with professionals like that to really immerse yourself into the whole process to go beyond just knowing the essentials being trained to operate and land an airplane is one thing but understanding the methodology of how it is to be flown for NetJets with their highest regards for safety is to know the standard operating procedures standard operating procedures allow corporation that has several pilots anywhere from 3,000 pilots at NetJets to 9,000 the major airlines to understand that there's a script here there is certain things we say at certain times certain things we do at certain times so it keeps the amount of surprises and techniques down to a minimum SOPs are incredibly important especially in those phases of flight where you don't have a lot of time for a large margin of error SOPs are based on safety our training safety everything is safety that we don't take chances I see these these things that are called SOPs and I told my wife I said I got in addition to having to do it deep dive and all this other stuff I have to learn a play and essentially that's what it is it's a play there's a programmed response for every situation from each side so that you can readily go from crew to crew to crew you're gonna know exactly what to expect that a certain the time of flight on on call-outs and procedures and that goes back really to the very foundation of executive jet fifty years ago we were founded by these giants from the military guys like LeMay and Stewart and Tibbets and they designed standard operating procedures back in the early days of the Second World War because essentially they were getting you know these farm boys and they had to teach them how to fly these complicated machines and so they designed these series of SOPs I probably traveled to about 200 total locations in my airline career or as a corporate pilot Michael in the thousands and as a result many times going into places he's never seen before never landed at the airport and that will give him pause to start thinking about what do I need to anticipate what do I need to think ahead about so I can analyze or what we call it flight safety our threatened air management what extent can I get ahead of the airplane and anticipate all the things that might go wrong it's kind of a balancing act I would say between being prepared and being paranoid you have to be thinking ahead of the airplane on several levels as a corporate pilot you have to be versed on the busy airport and be able to handle the busy airport and you're going into a small airport on controlled Airport short of field nighttime weather but then again if it's too many things are stacked against us going into a small airport like that we'll go somewhere else we don't take the chance you don't play the odds what if we lost that engine that rotation and given the weather conditions and given the temperature and given the elevation could they safely clear all the obstacles and get out of there we consider that Terrain we're preparing pilots because they don't see a lot of non normal emergency situations it's a rarity now our airplanes are so reliable that when I ask a class how many of you guys have lost an engine you may have a class with five to $10,000 individual experiences and maybe one guy in a class of 12 has actually had a major system malfunction we go beyond just training to these maneuvers what happens when you lose an engine at takeoff but we train to the higher-order thinking skills how do you find the pros and cons the strengths and the weaknesses and then make a decision and then after you make a decision and you try to execute this and you find there's no guidance in the checklist how do you improvise all of that training was to be put to the test when NetJets you're a division of the company based in Portugal needed to take delivery of a brand-new embraer phenom 300 an aircraft not intended for transatlantic flights due to its limited fuel range and radio capabilities which were designed for shorter domestic flights this was a mission that would require years of collective experience and skill by both pilots experience that phenom pilots Rick Belden and bass pencil both add under their belts for solo September 30th to 1973 a little in Katrina I started very early age I used to fly with my my dad flew in the second when I was about five years old one day he decided just to turn into the airport and start taking flying lessons so I guess I was as his flying buddy 16 I soloed 17 got my private a lot of different single-engine aircraft twin engines I've flown a Cessna 310 all the 400 Cessna stuff King Air 200 me2 l-1011 when we started up our business in Texas I bought a bonanza then we bought a baron flew the baron around the world 92 moved up to a TM and I decided that it wasn't fast enough airplane so we started looking around for jets you know would see a plane flying overhead and being from Ohio obviously Wright brothers from Ohio a lot of aviation John Glenn Neil Armstrong not that I had aspirations for any of that I just maybe that's where I got the bug a little bit to capture the flights fellow NetJets pilot John challenger was asked to join the crew not only is John and experienced aviator he's also a passionate filmmaker John's production company cinematic motion pictures has produced everything from feature films to countless aviation documentaries we talked to owners a lot about our commitment to safety but unless you're a pilot or part of flight operations to work Safety's just an abstraction so I thought I'd make a film about that commitment giving viewers a behind-the-scenes look the adventure of flying here was the perfect vehicle I needed to make the film both informative and entertaining of the large variety of aircraft flown by both Rick and mace over their careers none could match the technology performance of exclusivity of the phenom 300 we've had unbelievable success selling the Phenom that is without question the best like cabin category evidenced by the fact that it's been the best-selling year found a number of years in a row the reception of the Phenom 300 in the NetJets Europe fleet and with the net jet your customers and owners has been just as strong as it has been in the US net Europe has very unique and specific operational requirements for some of the airports that their owners like to frequent whether their airports in the mountains or airports with short runways and resort destinations London City is a very challenging Airport for multiple reasons it's really that commitment to our owner making sure that we're not only providing the absolute best aircraft to them we're also providing that continual evaluation to make sure that we're always going to provide the best service to them we did a lot of analysis around the Phenom to make sure it would be an appropriate airplane for those types of airports and it's performed fantastically at those airports it's probably the most fun jet I've ever flown it's almost like a little Ferrari climbed directly to 45,000 feet and it's just a very elegant looking airplane on the ramp designed by Brazilian aircraft manufacturer Umbra and built at their facility in Melbourne Florida the phenom 300 represents the latest in aviation technology and engineering again it was something new to our owners we weren't entirely sure how the owners would accept the phenom at first they build a real quality product they seem committed [Music] the Phenom powerful engines and efficient wing design make it perfectly suited to travel in and out of some of the most challenging airports the wing on the Phenom is just completely clean swept beautiful design and quality the Garmin 3000 is awesome very intuitive not difficult to learn actually very easy and it gives you a lot of information essentially our flight control computers that we have up front look like you arrived at and then there's a much higher level of automation they are so proud of their product that they want it to be the best it can be it's 2010 technology versus 1980s technology 800 miles north of the flight safety training facility located in Columbus Ohio Rick and mace practice and keep their skills current in advanced phenom 300 simulators and prepare themselves the challenges of a transatlantic flight being in a classroom with all these professionals that starts wherever you are and we started after there happens we start adopting their approach is a really eye-opening experience animals of goods [Music] after the plane leaves the factory floor it undergoes a series of intense inspections followed by the acceptance flight in collaboration with NetJets when we do acceptance of the airplane we have somebody who goes down to inspect the aircraft and when I say inspect they inspect they have to clear those items that are found first and then we go do the acceptance fire when they think it's ready one of us goes down and we have our delivery pilots and we actually fly the plane with their pilots in the right seat and we go up there's a whole checklist of things to check like brakes how long does it take the engine to start the acceptance flight is typically three or four hours and what we're trying to accomplish there is go up to a high altitude and cold soak when you call soak an airplane it expands and contracts some of the interior will change until you're able to put the pressure vessel under some sort of pressure and the changes that occur you don't see the little things that pop out at 43,000 feet sometimes it's easy you go down there they a couple items they find and we correct them and then you go do the flight it's ready to go other times it's three weeks later it's very dynamic you know it changes constantly and you have to be able to flex to change with those changes in the delivery Embraer has been a great partner of ours in terms of just meeting the needs that we have from a sales department of all of our OEM partners there they're certainly one of the best at listening to NetJets understanding our specific needs the specific needs of our owners and our customers and then doing whatever they can to build those back into the relationship that we have before it leaves male born after the acceptance flight there's a bunch of all the squawks are guys with their guys and they you know fits them then we buy the aircon so when it gets to Lincoln they have to tear the galley apart the Wi-Fi tonight you know we pull into Lincoln and there's our airplane that we're supposed to be taking across the Atlantic to Portugal and obviously you're thrilled to see it but you also you're suspicious of it it's a brand new airplane you're getting ready to take it on a mission that's going to be you know pretty much pushing its performance and range to the limits you want to be very careful with log book reviews the walk-around inspections on the airplanes in fact you find yourself doing it not once but two times maybe than three times first off I'm thinking of paperwork paperwork paperwork permits make sure everything's set up the weight balance has to be verified once you leave the United States every country require different landing requirements prior permission to land and you also have to have a permit from the Civil Aviation Authority to operate in to the page you got to submit all the aircraft documents such as aircraft insurance noise certification crew documentation you got to show that this person's legitimate crewmember they don't just let anybody come in you got to prove that you're worthy that pretty much come into their country and land and you're gonna be safe doing it the biggest thing is the planning for the crossing when you're out there flying you you're not in radar contact you're on your own the smaller aircraft don't have the range that the larger aircraft have and they also don't have the equipment because they're not built to do that you don't have the long-range navigation on board the aircraft you don't have the dual HF radios that you need to do transatlantic crossings we can't just go straight across like this perfect straight line from New York over to Europe we've got to kind of find a different way around where we can use some more ground-based navigation where we can stay and radar contact with ATC and we also can use our radios that we have onboard the aircraft and there are words that do that they're called the blue spruce routes they've used them all the way back since World War two the reason they're called blue spruce is they over fly the blue spruce forests up in northern Canada northeastern Canada because as you're going up towards Goose Bay and then you head out towards Greenland over to Iceland and then down towards Shannon Ireland without heading into transatlantic oceanic airspace I think the big difference between international and domestic is you've got to think a little bit more about the transit especially in the ouvea water portions because you have many fewer options you've really got to be thinking in terms of anything from a medical emergency to the weather going down to below minimums or some sort of problem with the aircraft and where am I going to take it and how long am I going to need to get the aircraft there for a career pilot the pre-flight hours are a routine experience of paperwork and inspections but this flight is not routine this is not a local commute between States for a simple maintenance ferry this is a transatlantic flight of over 5,000 miles over five countries with the majority of the flight out of the safety and security of radar contact the scrutiny of Rick and Mase's pre-flight inspection and their ability to deal with unpredictable weather and flying conditions will be put to the test precise fuel and cargo loading is critical the pre-flight inspection must be thorough and by the checklist and the avionics software is brand new and if it malfunctions upon entering the flight plan the flight will be delayed the software works the flight plan is successfully loaded with all pre-flight checklist completes the crew initiates the engine start procedure [Music] [Music] first leg was from Lincoln Nebraska and we had a ticket to Bangor Maine in order to clear customs every flight is different I mean I think most people who are not in aviation to judge whether or not they had a successful flight by how smooth the landing was detailed preparations and good training paid off resulting in an on-time departure from Lincoln Nebraska to Bangor Maine every flight is different it could be a short trip and efficient terminal area it could be a long trip and remote you could be dealing with the weather situations you could be dealing with uh mechanical issues you're just expected to cope with that and as a professional do your best and make a good landing 100 the landing phase of the flight is the most critical and demands the most concentration from the pilots with clearance to land airspeed and descent rates stable the Phenom makes a graceful landing on the runway in Bangor Maine the phenom 300 is refueled before continuing on to Goose Bay its last stop in North America before crossing the Atlantic Ocean the line personnel connect the ground power unit to keep the systems on line while the engine is awful while the refueling process continues mace copies the clearance and weather for the next leg of the trip despite this stop being short known as a quick turn the pilots still inspect the aircraft once again before departing with the pre-flight checklist completes clearance received in the avionics program to prove departs Bangor Maine for the more remote Airport of Goose Bay and the excitement's of an international journey sets in while enroute to Goose Bay the weather deteriorates with visible moisture and cold temperatures the possibility of ice forming on the aircraft becomes a concern for the crew but the Phenom is equipped to handle icing conditions when we landed was about a 300-foot ceiling we had fairly good fish but moderate rain it was raining and cold not like the last time the last time I was through there it was - - windchill at this time is raining out of us probably 300 overcast and good visibility underneath like Mae says there are those kind of approaches they live for the rain maybe wasn't the big deal and the lower ceilings does get low enough where are we gonna go and what are we gonna do was not an issue other than when we got down and got outside it was cold and wet in 1943 Goose Bay was the busiest airport in the world but more than seven decades later visitors to the airport are far less frequent and then there was the trip to the hotel we had put in a pretty long day the hotel is pretty Spartan affair built out of a metal you knew that there wasn't gonna be a minibar or a chocolate mint under your bed every night but it was efficient and now the anticipations were a little bit because you know the next morning I'm gonna get up and you're gonna head out across the following day the crew arrives back at the airport to prepare for the next leg of the flight only to be met with the same cloudy and wet conditions from the day before conditions that would dampen everything but their spirits as they continue their journey the first unexpected events of the trip air traffic control denies Rick and mace of their anticipated altitude due to heavy traffic Rick contacts dispatch and requests a new release reflecting the new altitude and resulting fuel burn for the flight when you fly in the North Atlantic region there are various routes of flight that are standardized they call them tracks the volume flying internationally with all the airlines out there it's very busy and there's only so many aircraft you can fit in this organized track system there's about five or six tracks they called the eight tracks and the Z tracks and depending on which direction you're heading and there's specific time frames each day that those tracks are valid from and the altitudes in these tracks are from about 29,000 feet to 40,000 feet which for the most part is airline traffic cargo traffic you're starting talking about private aviation most the time we're lucky we have smaller aircraft we can fly above it if you're not so lucky in you get stuck in the tracks when you have to be on a specific track following the other aircraft right before you're ready to head onto the tracks you got to get an oceanic track clearance because you're going into an area that it's not covered by radar so the only thing they have is position recording from the pilots so as the pilots getting ready to head out on to the track system they're going to tell them where they're at what track they're going to be on their altitude that they're going to be on and the speed that they're on so that allows air traffic control to be able to plot on their charts where these aircraft are how fast they're going they don't have the luxury of looking at radar and seeing where you're at so if you're on a tight flight plan and they say well you got to have to fly a 34,000 feet we just don't have space for you up there uh-oh if the crew calls us and says I have to be filed at this lower altitude number one we have to see what that's going to do to our fuel burn it's going to change our fuel burn because the lower you fly generally the more fuel you're going to burn so that's a huge game-changer it could force a fuel stop it could make us fly a lot slower to stretch the fuel that we do have if you have to slow the aircraft down if there's a save on fuel you might run into crew Duty issues crew can only fly for so long each day - for safety reasons if you're able to fly above the tracks which would be usually above 40,000 feet you basically if you can go anywhere you want with coordination between dispatch and air traffic control never granted a higher altitude resulting in better fuel efficiency to Iceland [Music] [Applause] with the clearance obtained and everything entered into the flight management system the crew begins their taxi to the runway that way power set [Music] ripping by the brain [Music] [Music] we took off but there was a solid under [Music] as the crew travels closer to Greenland it begins to sink in just how far from home they are settlements are few and far between with only one suitable Airport available for landing in case of an emergency the airport is known as narcissus located on the southern tip of Greenland our SAS WAC was codenamed bluey West one during the Second World War that's where a lot of our transports would fly into and it's a very difficult very challenging approach to make we're about 125 miles I guess west of Greenland the under cache just disappeared and we were in just brilliant blue sunshine with perfectly of our conditions we got to experience seeing Greenland you know just bathed the beautiful sunlight the glaciers the iceberg the 40-some thousand feet you know it's cold down there it's hardly anybody down there very few people in the whole world have seen that it's just otherworldly it's one of those few spots on the planet where it's just edged into your memory when you see it for the first time [Music] so one of our position reports was over the very southern tip of Greenland you're not in radar for most of the way just a little bit of time leaving goose and then a little bit of time prior to get into careful bit and not only is it to be finally orchestrated with the air traffic controllers but there's a separate division of individuals who speak on what we call high frequency radio their radio telephone operators and they're located in certain parts of the world and you're talking to someone on the other side of an HF radio who picks up the phone and talks to the controller about you the controller tells the HF radio Perce and what you're to do and then they talk to you in the airplane there are a mandatory position reporting points that you have to make a position report and you have to estimate your next time when it going to be at the next point we've had various more than three minutes you have to call them and let them know so they know you know when you're gonna be at the next point if you're not there then they start looking for you so you can imagine in a non radar environment if you've got two aircraft on the same track and they're off by their estimate by three minutes and they get there three minutes later than they anticipate and the trailing aircraft is three minutes ahead of schedule then you've closed that gap by as much as six minutes which when you're doing seven miles a minute you're looking at 44 something miles of spacing that's just eroded so it's very important that the accuracy of those reports is maintained it's really important that people eventually where the aircraft is maintaining where's gather radio gander radio Charlie sierra papa hotel charlie position tell Charlie Oscar Zoo November at one one five one two Zulu level zero zero four zero zero zero three zero it's almost like going back into time going back into the like 1950s when radar didn't exist and we relied on position reporting so that's pretty much the the state-of-the-art in the Atlantic crossing today which I find kind of amusing given the proliferation of satellites and communications and all that that were still back in that 1950s mindset there were several times you know when you're flying on those routes and you're looking down at from 43 or 45 thousand feet and you're looking down at these icebergs and you can see them so you know they're huge if you imagine flying over the Atlantic Ocean in a single-engine airplane would not even be able to see out really outside the front of the airplane and filled with fuel and for hours and hours and hours of nothing first few times to go over the tracks we're thinking the Lindbergh you know how did she even manage to get where he was going at anytime you are flying remote airspace there's three major criteria we're always looking at medical emergencies one engine out so if you lose an engine where are you gonna go what are you gonna do and then rapid depressurization in those remote areas you have to think about those things when you have a smaller aircraft you have a lot less fuel to work with so where you're going to go and those airports that you choose have to have many different requirements they got to meet weather requirements we're also looking at firefighting equipment so those blue spruce routes allow us to go in an area that not only has places for us to use as our tech stops along the way but they also have airports along the way that allow us to use the diversion points if we should run into in emergency once you commit to making a descendent Iceland you're pretty much landing in Iceland because of the range limitation settlement our trial continued number one Terra Papa hotel Hotel decent weather conditions make for a smooth approach into Keflavik Iceland Iceland is known for having some of the most scenic vistas in the world we're getting ready to head down to Ireland Shannon Ireland and rainy and windy after clearing customs the crew prepares for the next leg of the flight [Music] with a walk-around complete the line farewell heads back to the skies [Applause] [Music] Oh okay [Music] [Music] rapture but they're electric [Music] [Applause] you're in radar contract so we had to go to a section called rats ooh if you don't have a hf radio you have to go over that for me the female irish controllers the pitch and the accent it's just different you're not used to it even though they speak English seems to be the most difficult to understand Charlie today identified 30 miles northeast of Shannon maintained side of an 8-0 run reaching for the defense in two minutes every time I go through Ireland it's what do they say well was that what do you say what's she saying what are these things it's the accents on both of my trips the other pilots had a tough time would be with the Irish controllers whereas I didn't have a problem at all it was the French controllers I couldn't understand the controllers are expecting that level of proficiency from everybody so you don't want to be the one that sounds like a buffoon on the radio you don't want to be a one that sounds like they don't know what they're doing so corporations really impresses you when you see Ireland was the greenness it's green Ireland is green and these brilliant blue skies with these large puffy white clouds and it was retreating getting in closer to Shannon there was a small squall line which was coming across the field approach it's saying there is raining man they're getting gusts up to 32 and we could still see the airport mace did a good job reefing what we're gonna do and they would clear over to the right we have procedures for all out we breathe for the potential go-around due to wind shear we took a good look at the weather we landed and unbeknownst to us we had just flown through this just perfect we formed a rainbow it didn't surprise me in Ireland it seems like it's always raining somewhere the rainbow was different I didn't even think about the rainbow at the time we probably could have looked over to the left and seen the rainbow too but we were busy with other things I walked down the steps and I see justice just perfect rainbow that had formed over the airport so I quickly grabbed the camera and as one pilot pointed out to me rather than there being a pot of gold at the end of it there was a fuel truck the next morning the crew arrives back at the airport to embark upon the final leg of their journey for the crew the last leg of the flight is bittersweet while the excitement of the journey will soon be coming to a close Rick is professional very calm demeanor has a wonderful sense of humor they suggest a very good pilot good guy perfectionist which is a good thing for a pilot to be he wants to do the right thing when nobody's looking when we're dealing with the airplane in the cockpit and du/dz there's there's absolutely no ego there in the end pilots rely on one another to get home safely it's this Brotherhood that truly makes the journey more valuable than the destination I would say the bond the pilots have with each other is the respect for the complex tasks they do in how amazing it is the professionalism in which they do it it's not easy as the crew departs for their final leg to cast ice Portugal they reflect upon the miles of sky they covered to get here over 1,300 miles from Lincoln to Bangor 600 miles from Bangor to Goose Bay another fourteen hundred miles from Goose Bay to come home and over 800 miles from Keflavik to Shanna and now their final leg of eight hundred and forty miles from Shannon and to cask ice Portugal in total their journey took them over five thousand nautical miles he took off came across the Bay of Biscay got handed off from the French controllers to the Spanish controllers and then hand it over to the Portuguese controllers it's almost very San Francisco like cold water yet you get these marine layers that come in this it's close to the coast on one hand but on the other hand there is mountain storm or there's a no big no approach chart that says the winds are out of the north more than 10 miles an hour you could expect moderate wind shear and when you have wind's coming out of the north over the hill that kind of swirl so then it got pretty gusty and we bounced around and put it down and stopped it I think we stopped the thing in about 13 or 1400 feet and made the turn off onto the ramp and there were about six midgets Europe employees waiting for us so it was a nice nice welcome mission accomplished we are two minutes late from when we had planned on landing we spent three months planning for this trip and the organization and support that we got from both NetJets and that's--it's europe on all levels dispatch meteorology etc was superlative we had help from NetJets here in columbus we had help with NetJets in lisbon if we wouldn't have to help it would never happen [Music] global efforts between teams at NetJets North America and NetJets Europe provided the pilots with the support they needed to complete their journey safely we're a very tight-knit group here none of us will ever let anybody come in here and force us to compromise anything when it comes to safety and service we realize how important that is you have to get it right and there is no second chance in some of these environments and so we work very very hard to make sure we get it right every single time we're very good at the day-to-day right it's like a big machine right here going from here to there and this is your day and so what you're doing and what we do every day as soon as you step outside of that as soon as you say I'm taking a beam up to your that falls outside of machine two pilots strengthen their bond in the sky and the Phenom 300 was delivered to its new home across the globe ready to take its next passengers on another unforgettable adventure crossings while challenging are very rewarding I'll remember Lisbon for the rest of my life just because it seemed it's like a postcard you know it's almost like being able to get in the family car and suddenly you find yourself in Ireland and to be able to enjoy both the trip which we don't on airlines we sort of suffered through the truth to get to the destination of the want to get to looking at this from a filmmakers point of view this was an incredible trip we captured amazing footage all throughout the journey and it's a trip that I'm always gonna remember this experience of taking this first phenom delivery into Europe was really fun to see and I think a lot of our customers even those who have been fine with us for decades will be excited to learn that everything that they love about NetJets here in the u.s. is is available to them in Europe [Music] [Music] [Music] you [Music] you you