Order 2010-6-17

Served: June 16, 2010

UNITED STATES OF AMERICA

DEPARTMENT OF TRANSPORTATION

UNITED STATES OF AMERICA

DEPARTMENT OF TRANSPORTATION

OFFICE OF THE SECRETARY

WASHINGTON, D.C.

Issued by the Department of Transportation

on the 16th day of June, 2010 

Fitness Determination of

 SCHUMAN AVIATION COMPANY LTD.

 d/b/a MAKANI KAI HELICOPTERS

 d/b/a KO OLINA HELICOPTERS

 d/b/a PACIFIC AIR EXPRESS

 d/b/a MAKANI KAI AIR CHARTERS

as a commuter air carrier under section 49 U.S.C. § 41738

 Docket DOT-OST-2010-0006

ORDER TO SHOW CAUSE

PROPOSING ISSUANCE OF COMMUTER AIR CARRIER AUTHORITY

Summary

By this order, we tentatively find that Schuman Aviation Company Ltd. d/b/a Makani Kai 

Helicopters d/b/a Ko Olina Helicopters d/b/a Pacific Air Express d/b/a Makani Kai Air Charters 

(“Schuman Aviation”) is a citizen of the United States and is fit, willing, and able to conduct 

scheduled passenger operations as a commuter air carrier, subject to conditions.

Background

Section 41738 of Title 49 of the United States Code (“the Statute”) and section 298.32 of the 

Department’s Aviation Economic Regulations (14 CFR 298.32) direct us to determine whether 

companies proposing to provide scheduled passenger service as commuter air carriers are “fit, 

willing, and able to operate the proposed commuter service.” We must also ensure that all 

operations relating to this service conform to the safety standards established by the Federal 

Aviation Administration (“FAA”). In making fitness findings, the Department uses a three-part 

test that reconciles the Airline Deregulation Act’s liberal entry policy with Congress’ concern for 

operational safety and consumer protection. The three areas of inquiry that must be addressed in 

order to determine an air carrier’s fitness are whether the applicant: (1) will have the managerial 

skills and technical ability to conduct the proposed operations, (2) has sufficient financial 

resources to commence the operations proposed without posing an undue risk to consumers or 

their funds, and (3) will comply with the Statute and regulations imposed by federal and state 

agencies. We must also determine that the applicant is a U.S. citizen.
2

On January 4, 2010, Schuman Aviation filed an application in Docket DOT-OST-2010-0006 for 

authority to provide scheduled passenger operations as a commuter air carrier pursuant to section

41738 of the Statute. Schuman Aviation accompanied its application with the fitness 

information required by section 204.3 of our regulations (14 CFR 204.3).1

No answers opposing Schuman Aviation’s application were filed and no special issues regarding 

the applicant have come to our attention. Under these circumstances, we propose to decide the 

issue of the applicant’s fitness on the basis of the written record, and we tentatively conclude that 

Schuman Aviation is a U.S. citizen and is fit, willing, and able to provide scheduled passenger 

operations as a commuter air carrier. However, we will give interested persons an opportunity to 

show cause why we should not adopt as final these tentative findings and conclusions.

FITNESS

The Company

Schuman Aviation, a corporation organized under the laws of the State of Hawaii in October 

1996, is wholly owned by Mr. Gustav Richard Schuman. The applicant currently is registered as 

an air taxi operator under Part 298 of our rules and provides on-demand passenger and cargo 

services under Part 135 of the Federal Aviation Regulations (“FAR”) within Hawaii using both 

Fixed Wing and Rotorwing aircraft. In addition to providing air transportation services, the 

company is also an approved FAA Part 145 repair station. If granted commuter authorization, 

the applicant intends to provide daily scheduled passenger service from Honolulu International 

Airport to Princeville Airport using two 9-seat Piper PA31-350 Chieftain aircraft under an 

agreement with Hawaii Island Air, Inc. (“Island Air”), a U.S. commuter air carrier,2 whereby 

Island Air will market, sell, collect tickets, set flight schedules, load and unload aircraft, and 

Schuman Aviation will provide the aircraft, pilots, fuel, and maintenance.

Managerial Competence

Mr. Gustav Richard Schuman has served as Schuman Aviation’s President since he founded the 

company in 1996. In addition to his duties and responsibilities at Schuman Aviation, he is also a 

Vice President at Schuman Carriage Company, Ltd., where he is responsible for the parts and 

service departments for several vehicle dealerships. Prior to forming Schuman Aviation, 

Mr. Schuman was President and Owner of Hawaiian Odyssey Helicopters, a Part 91 Helicopter 

Company (1996), a Field Supervisor at Industrial Technology (1993-1995), and President of 

Schuman Automotive Company, Ltd. (1980-1993). Mr. Schuman has also served in the U.S. 

Army Reserves (1986-1990) and he holds a Commercial Helicopter Pilot license and a Fixed 

Wing Private Pilot license.

Mrs. Diane Schuman, has been employed with Schuman Aviation since January 1997, where she 

is responsible for the day-to-day accounting functions of the company. Prior to joining Schuman 

Aviation, she was employed by Hawaiian Odyssey Helicopters where she was responsible for the 

 

1 Schuman Aviation filed additional information supplementing its application on February 25, 2010.

2 See Order 2006-6-9, issued June 7, 2006.
3

company's accounting and bookkeeping functions (1996). In addition, prior to a brief resignation 

from the workforce in 1988, Mrs. Schuman was employed at Bob Smolinski and Woodell Law 

Firm as an Accounting Office Manager (1984-1988) and at Protec and Auto Audio as a 

Bookkeeper (1981-1984).

Mr. Clyde Kawasaki joined Schuman Aviation in June 2009 as its Director of Operations. He 

holds an Airline Transport Pilot License and has accumulated over 16,000 total flight hours. 

Prior to joining Schuman Aviation, Mr. Kawasaki was employed by Aloha Airlines as a Boeing 

737 Captain (1998-2008). Mr. Kawasaki has also previously served as a Chief Pilot and Director 

of Operations at various Part 135 operators.

Mr. Kyle Gray joined Schuman Aviation in October 2009 as its Chief Pilot of Fixed Wing 

Operations. He holds an Airline Transport Pilot License and has accumulated over 3,500 total 

flight hours. Prior to joining Schuman Aviation, he was employed by Alpine Air as a Beech 99 

Captain (2009), at Mokulele Airlines as a Cessna Grand Caravan C208B Captain (2008), at 

Aloha Airlines as a Boeing 737 First Officer (2007-2008), at Mesa Air Group as a CL-65/EMB145 Captain/First Officer (2003-2007), at Eveland Aero as a Flight Instructor (2002-2003), and 

at Federal Express as a Ramp Agent (1998-2000).

Mr. Eiki Miyasato, an FAA licensed Commercial Pilot, joined Schuman Aviation in 2001 as its 

Chief Pilot of Rotorwing operations. Prior to this, he was employed by Sunshine Helicopters as 

a Part 135 Pilot (2000-2001), by South Sea Helicopters as a Part 135 Pilot (1999-2000), and at 

Makani Kai Helicopters as a Part 135 Manager (1991-1997).

Mr. Mike Iven, an FAA licensed Airframe and Powerplant Mechanic, has served as Schuman 

Aviation’s Director of Maintenance since June 2008. In addition to his duties and 

responsibilities at Schuman Aviation, Mr. Iven became Manager of Schuman Aviation’s Part 145 

Repair Station Division in 2009 and he has been Robinson Helicopter Factory Service Center’s 

maintenance representative in Hawaii since 1999. Prior to joining Schuman Aviation, Mr. Iven 

served as President at Cessna Service Center (2007-2008), as Director of Maintenance at All 

Island Aviation (2006-2007), as Director of Maintenance at Rainbow Pacific Helicopters (2000-

2004), and as an Airframe and Powerplant Mechanic for several repair stations in Hawaii (1995-

1999). 

In view of the experience and background of the applicant’s key personnel, we tentatively 

conclude that Schuman Aviation’s management team possesses the managerial skills and 

technical ability to conduct the proposed operations.3

 3 Before authorizing an air carrier to conduct air transportation operations, the FAA also evaluates certain of the 

applicant’s key personnel with respect to the minimum qualifications for those positions as prescribed in the Federal 

Aviation Regulations. The FAA’s evaluation of these key personnel provides an added practical and in-person test 

of the skills and technical ability of these individuals. The FAA has advised us that Schuman Aviation’s key 

technical personnel are acceptable to that agency in their respective positions.
4

Operating Proposal and Financial Plan

If granted the commuter authorization it seeks, Schuman Aviation intends to operate scheduled 

service five times daily between Honolulu International Airport and Princeville Airport using 

two Piper PA31-350 Chieftain aircraft configured for 9 passenger seats. As previously noted, 

Schuman Aviation intends to operate these flight under an agreement with Island Air, whereby 

Island Air will market, sell, collect tickets, set flight schedules, load and unload aircraft, and 

Schuman Aviation will provide the aircraft, pilots, fuel, and maintenance. 

In support of its application, Schuman Aviation submitted current and historical financial 

statements demonstrating the company’s most recent results from operations. The historical 

profit and loss statements provided by the applicant show that for calendar year 2008, the 

company reported net income of $331,630 on approximately $2.66 million in operating 

revenues; for calendar year 2009, the company reported a net loss of $217,168 on approximately 

$1.92 million in operating revenues; and for the quarter ending March 31, 2010, the company 

reported net income of $211,270 on approximately $713,323 in operating revenues. In addition, 

the company’s March 31, 2010, balance sheet shows that it has current assets of $573,022 and 

current liabilities of $303,755, giving the company a positive working capital balance of 

$269,267. 

Schuman Aviation also provided the Department with a financial forecast for its first year of 

scheduled operations and a list of pre-operating expenses. Schuman Aviation states that it 

expects to incur no significant pre-operating expenses since it already provides on-demand air 

service in the markets it proposes to operate scheduled service. The applicant projects total 

operating expenses of about $1.56 million for its first year of scheduled service. Based on our 

evaluation, we find these expense projections reasonable and estimate that the company will 

need approximately $390,000 to meet our financial fitness test.4 

Schuman Aviation states that it will fund its proposed commuter operations from internal funds 

and with additional funding from Mr. Schuman, the company’s sole owner, if necessary. In this 

regard, the company provided a letter from Mr. Schuman stating that he would make additional 

funding available to the applicant as necessary to meet the Department’s fitness criteria prior to 

receiving effective authority. 

In light of the above, we tentatively conclude that Schuman Aviation will have access to 

sufficient financial resources to enable it to commence its proposed operations without posing an 

undue risk to consumers or their funds.5

 

4 We have generally asked that new entrant applicants have resources sufficient to cover all pre-operating costs, 

plus a working capital reserve equal to the operating costs that would be incurred in three months of normal 

commuter operations. However, because projected operations during one or more of the first three months of 

anticipated actual air transportation services frequently do not include all costs of operations that will be incurred 

during a normal period of operations, it has been our practice to base our three-month standard on one quarter of the 

first year’s operating cost forecast. In calculating available resources, projected revenues may not be used. 

 

5 As is our practice, prior to making any authority awarded to Schuman Aviation effective, we will require the 

company to provide third-party verification evidencing that it has actually obtained the financial resources needed to 

meet our financial test.
5

Compliance Disposition 

Schuman Aviation identified one pending civil lawsuit against it. The lawsuit was filed on 

June 18, 2009, in the U.S. District Court of Hawaii by the United States of America. The parties 

seek to determine whether certain helicopter tour operations conducted by Schuman Aviation 

were subject to federal excise taxes. Schuman Aviation maintains that as a helicopter tour 

operator it was exempt from the tax and it is therefore seeking a refund of the federal excise 

taxes it paid in regards to its helicopter tour operations. Schuman Aviation further contends that 

several helicopter tour operators have prevailed in summary judgments in similar cases and that 

it also expects to succeed on the merits.

Our review of FAA records indicate that Schuman Aviation has been cited for no violations and 

it has been involved in only one accident in the five years preceding its application, of which no 

injuries or fatalities occurred.6 Further, the FAA has advised us that the applicant is making 

satisfactory progress in obtaining the required safety authority for the operations proposed and 

that it has no objection to the Department’s approval of Schuman Aviation’s application for 

commuter authority.

The applicant states that, except as noted above, there are no other actions or outstanding 

judgments against it, its owners, or its key personnel nor have there been any charges of unfair, 

deceptive or anti-competitive business practices, or of fraud, felony or antitrust violations 

brought against any of these parties in the past ten years. The applicant also states that there are 

no pending investigations, enforcement actions, or formal complaints filed by the Department 

against it, its key personnel, or persons having a substantial interest in it with respect to 

compliance with the Statute or the Department’s regulations. Moreover, our review of the 

applicant’s compliance disposition has produced no evidence of any compliance issues other 

than those disclosed by the applicant. While we note that the applicant has a pending action 

against it for alleged violations of federal regulations, this matter is being appropriately 

adjudicated and it does not appear that and adverse finding in this case would warrant a negative 

fitness finding considering the applicant’s compliance record.

In light of these circumstances, we tentatively conclude that Schuman Aviation has the proper 

regard for the laws and regulations governing its services to ensure that its aircraft and personnel 

conform to applicable safety standards and that acceptable consumer relations practices will be 

followed.

CITIZENSHIP

The Statute requires that authority to engage in air transportation be held only by citizens of the 

United States as defined in 49 U.S.C. § 40102(a)(15). The Statute also requires that the president 

and two-thirds of the Board of Directors and other managing officers be U.S. citizens, that at 

 

6 On January 5, 2009, a Schuman Aviation operated Eurocopter AS 350 BA crashed upon landing atop a ridge at 

an elevation of about 2,400 feet. On November 9, 2009, the National Transportation Safety board released its final 

report noting that the probable cause of the accident was partial loss of engine power for an undetermined reason 

during landing. No fatalities or injuries were reported as a result of the accident.
6

least 75 percent of the outstanding voting interest be owned by U.S. citizens, and that the air

carrier must be under the actual control of U.S. citizens. 

As noted earlier, Mr. Gustav Richard Schuman, the sole shareholder, sole director, and President 

of Schuman Aviaiton, is a U.S. citizen. Moreover, all of Schuman Aviation’s other key 

personnel are U.S. citizens and the applicant has provided an affidavit attesting that it is a citizen 

of the United States within the meaning of the Statute and that it is owned and controlled by U.S. 

citizens. Our review of the applicant has uncovered no reason to suggest that control of 

Schuman Aviation rests with non-U.S. citizens.

In light of the foregoing, we tentatively find that Schuman Aviation is owned and actually

controlled by U.S. citizens, consistent with 49 U.S.C. § 40102(a)(15) and is fit, willing, and able 

to provide commuter operations, subject to conditions. 

OBJECTIONS

We will give interested persons 14 days following the service date of this order to show cause 

why the tentative findings and conclusions set forth here should not be made final; answers to 

objections will be due within 7 days thereafter. We expect such persons to direct their 

objections, if any, to the application and points at issue and to support such objections with 

detailed economic analyses. If an oral evidentiary hearing or discovery procedures are 

requested, the objector should state in detail why such a hearing or discovery is considered 

necessary, and what material issues of decisional fact the objector would expect to establish 

through a hearing or discovery that cannot be established in written pleadings. The objector 

should consider whether discovery procedures alone would be sufficient to resolve material 

issues of decisional fact. If so, the type of procedure should be specified (See Part 302, Rules 19 

and 20); if not, the reasons why not should be explained. We will not entertain general, vague, 

or unsupported objections. If no substantive objections are filed, we will issue an order that will 

make final our tentative findings and conclusions with respect to Schuman Aviation’s fitness and 

Commuter Air Carrier Authorization.

EFFECTIVE COMMUTER AUTHORIZATION

CONDITIONS AND LIMITATIONS

In the event that we find Schuman Aviation fit, willing, and able to conduct the proposed 

scheduled service, we will issue to it a Commuter Air Carrier Authorization. However, that 

authorization will not become effective until the company has fulfilled all of the requirements for 

effectiveness as set forth in the Terms, Conditions, and Limitations attached to it. Among other 

things, this includes (1) our receipt of evidence of Schuman Aviation’s authority from the FAA 

authorizing such operations, (2) evidence of liability insurance coverage that meets the 

requirements of section 205.5(b) of our rules, (3) a statement of changes it may have undergone

since its fitness was examined, and (4) evidence that Schuman Aviation has adequate financial 

resources available to it.

Moreover, given the limited scope of Schuman Aviation’s proposed operations, we will impose 

certain limitations on its authorization to provide scheduled air transportation as a commuter air 
7

carrier. Our finding of fitness for Schuman Aviation is based on the operating plans described in 

its application, namely, utilizing aircraft that can be operated under Part 135. Should Schuman 

Aviation desire to acquire and operate larger aircraft that would require certification from the 

FAA under Part 121, our fitness findings, particularly involving the adequacy of Schuman 

Aviation’s management and financial resources, might no longer apply. Therefore, we propose 

to limit any authority issued to Schuman Aviation to operations conducted under Part 135. 

Should Schuman Aviation desire to operate aircraft that would require certification from the 

FAA under Part 121, it must first provide the Department with at least 45-days advance notice of 

such plans and provide updated information establishing its fitness for such expansion.

Furthermore, we remind Schuman Aviation of the requirements of 49 U.S.C. § 41110(e). 

Specifically, that section requires that, once an air carrier is found fit initially, it must remain fit 

in order to hold its authority. To be assured that commuter air carriers continue to be fit after 

effective authority has been issued to them, we require that they supply information describing 

any subsequent substantial changes they may undergo in areas affecting fitness. Therefore, if 

Schuman Aviation is issued an effective Commuter Air Carrier Authorization and should it 

subsequently propose substantial changes in its ownership, management, or operations, it must 

first comply with the requirements of section 204.5 of our rules.7 The compliance of the 

company with this requirement is essential if we are to carry out our responsibilities under 

section 41110(e).8

Additionally, if Schuman Aviation is granted effective authority, it would be required to submit a 

detailed progress report, within 45 days following the end of the first year of commuter flight 

operations, to the Air Carrier Fitness Division. The submission of a first year progress report 

was adopted as policy by the Department to aid in monitoring the fitness of new air carriers. The 

report should include a description of the air carrier’s current operations (number and type of 

aircraft, principal markets served, total number of full-time employees), a summary of how its 

operations have changed during the year, a discussion of any changes it anticipates from its 

current operations during its second year, current financial statements,9

 

7 The air carrier may contact our Air Carrier Fitness Division to report proposed substantial changes in its 

operations, ownership, or management, and to determine what additional information, if any, will be required under 

section 204.5. In addition, by notice dated July 21, 1998, the Department requested air carriers to provide a 30-day 

advance notification of any proposed change in ownership, restructuring, or recapitalization. If the air carrier fails to 

file this updated information or if the information fails to demonstrate that the air carrier will continue to be fit upon 

implementation of the substantial change, the Department may take such action as is appropriate, including 

enforcement action or steps to modify, suspend, or revoke the air carrier's certificate authority.

and a listing of current 

senior management and key technical personnel. The air carrier should also be prepared to meet 

with staff members of the Fitness Division to discuss its current and future operations.

8 We also remind Schuman Aviation about the requirements of section 204.7 of our rules. This section provides, 

among other things, that (1) the commuter authority granted to a company shall be revoked if the company does not 

commence actual flying operations under that authority within one year of the date of the Department's 

determination of its fitness; (2) if the company commences operations for which it was found fit and subsequently 

ceases such operations, it may not resume commuter operations unless its fitness has been redetermined; and (3) if 

the company does not resume operations within one year of its cessation, its authority shall be revoked for 

dormancy.

9 These financial statements should include a balance sheet as of the end of the company’s first full year of 

commuter flight operations and a 12-month income statement ending that same date.
8

ACCORDINGLY,

1. We direct all interested persons to show cause why we should not issue an order finding that 

Schuman Aviation Company Ltd.d/b/a Makani Kai Helicopters d/b/a Ko Olina Helicopters d/b/a 

Makani Kai Air Charters d/b/a Pacific Air Express is fit, willing, and able under 49 U.S.C. § 

41738 to provide scheduled passenger service as a commuter air carrier using small aircraft 

pursuant to Part 135 of the Federal Aviation Regulations.

2. We direct any interested persons having objections to the issuance of an order making final 

any of the proposed findings, conclusions, or award of authority set forth here to file them with 

Department of Transportation Dockets, 1200 New Jersey Avenue, SE, Room W12-140, 

Washington, D.C. 20590, in Docket DOT-OST-2010-0006 and serve them upon all persons 

listed in Attachment A no later than 14 days after the service date of this order; answers to 

objections shall be filed no later than 7 business days thereafter. 

3. If timely and properly supported objections are filed, we will accord full consideration to the 

matters or issues raised by the objections before we take further action.10 

4. In the event that no objections are filed, we will consider all further procedural steps to be 

waived and we will enter an order making final our tentative findings and conclusions.

5. We will serve a copy of this order on the persons listed in Attachment A.

6. We will publish a summary of this order in the Federal Register.

By:

SUSAN L. KURLAND

Assistant Secretary

for Aviation and International Affairs

An electronic version of this document is available on the World Wide Web at:

http://www.regulations.gov

 

10 Since we have provided for the filing of objections to this order, we will not entertain petitions for 

reconsideration.
Attachment

Specimen

Terms, Conditions, and Limitations

SCHUMAN AVIATION COMPANY LTD.

D/B/A MAKANI KAI HELICOPTERS 

D/B/A KO OLINA HELICOPTERS 

D/B/A MAKANI KAI AIR CHARTERS 

D/B/A PACIFIC AIR EXPRESS

is authorized to engage in scheduled passenger air transportation operations as a commuter air 

carrier.

This authority is subject to the following provisions:

(1) The authority to conduct scheduled passenger operations will not become effective until 

six (business) days after the Department has received the following documents; provided, 

however, that the Department may stay the effectiveness of this authority at any time prior to that 

date:

(a) A copy of the holder's Air Carrier Certificate and Operations 

Specifications authorizing such operations from the Federal Aviation 

Administration (FAA).

(b) A certificate of insurance on OST Form 6410 evidencing liability 

insurance coverage meeting the requirements of 14 CFR 205.5(b) for all of its 

aircraft.

(c) A statement of any changes the holder has undergone in its ownership, key 

personnel, operating plans, financial posture, or compliance history, since the 

date of the Show Cause Order in this case.

(d) A revised list of pre-operating expenses already paid and those remaining 

to be paid, as well as independent verification that the holder has available to it 

funds sufficient to cover any remaining pre-operating expenses and to provide a 

working capital reserve equal to the operating costs that would be incurred in 

three months of operations.

(2) Pending receipt of effective authority, the holder may not accept payment of any kind 

(i.e., cash, check, or credit card) or issue tickets for scheduled passenger operations, and any 

advertisement or listing of flights by the holder must prominently state: "This service is subject to 

receipt of government operating authority." 

(3) The holder shall at all times conduct its operations in accordance with the requirements 

of 14 CFR Part 298 and any other regulations prescribed by the Department of Transportation 
2

for the services authorized here, and with such other reasonable terms, conditions, and 

limitations as the Department of Transportation may prescribe in the public interest.

(4) The holder’s authority is limited to operations conducted pursuant to Part 135 of the 

Federal Aviation Regulations. In the event that the holder wishes to institute operations that 

would require Part 121 certification from the FAA, it must first be determined fit for such 

operations.

(5) The holder may not operate aircraft designed to have a maximum passenger capacity of 

more than 60 seats or a maximum payload capacity of more than 18,000 pounds.

(6) The holder's authority under this certificate is effective only to the extent that such 

operations are also authorized by the FAA, and comply with all U.S. Government requirements 

concerning security, including, but not limited to 49 CFR Part 1544.∗

(7) The holder shall at all times remain a "Citizen of the United States" as required by 

49 U.S.C. § 40102(a)(15).

(8) The holder shall maintain in effect liability insurance coverage as required under 

14 CFR Part 205. Failure to maintain such insurance coverage will render this authority 

ineffective, and this or other failure to comply with the provisions of Subtitle VII of Title 49 of the 

United States Code or the Department's regulations shall be sufficient grounds to revoke this 

authority.

(9) In the event that the holder receives effective scheduled passenger authority, the following 

additional conditions will apply:

(a) The holder may reduce or terminate service at any point or between any 

two points, subject to compliance with the provisions of 49 U.S.C. § 41734 and all 

orders and regulations issued by the Department of Transportation under that 

section.

(b) The holder may not provide scheduled passenger air transportation to or 

from Dallas (Love Field), Texas, except within the limits set forth in section 29 of 

the International Air Transportation Competition Act of 1979, as amended or as 

modified by any future legislation addressing access restrictions to or from Love 

Field.. 

(10) Should the holder propose any substantial changes in its ownership, management, or 

operations (as that term is defined in 14 CFR 204.2(l)), it must first comply with the 

requirements of 14 CFR 204.5.

 ∗ To assure compliance with all applicable U.S. Government requirements concerning security, the holder shall, 

before commencing any new service (including charter flights) to or from a foreign airport, contact its Principal 

Security Inspector (PSI) to advise the PSI of its plans and to find out whether the Transportation Security 

Administration has determined that security is adequate to allow such airport(s) to be served.
3

(11) In the event that the holder does not commence actual flying operations as a commuter 

air carrier under this authority within one year of the date of the Department's determination of 

its fitness, its commuter authority shall be revoked for dormancy. Further, in the event that the 

holder commences but subsequently ceases all scheduled passenger operations, the authority 

granted here shall be suspended under the terms of 14 CFR 204.7 and the holder may neither 

recommence nor advertise such operations unless its fitness to do so has been redetermined by 

the Department. Moreover, if the holder does not resume such operations within one year of its 

cessation, its commuter authority shall be revoked for dormancy.
Attachment A

SERVICE LIST FOR

SCHUMAN AVIATION COMPANY LTD.

D/B/A MAKANI KAI HELICOPTERS 

D/B/A KO OLINA HELICOPTERS 

D/B/A MAKANI KAI AIR CHARTERS 

D/B/A PACIFIC AIR EXPRESS

RICHARD SCHUMAN

PRESIDENT

SCHUMAN AVIATION COMPANY LTD

130 IOLANA PLACE

HONOLULU HAWAII 96819

PETER LYNCH AGC-300

ASST CHIEF COUNSEL FOR ENFORCEMENT

FEDERAL AVIATION ADMINISTRATION

800 INDEPENDENCE AVE SW

WASHINGTON DC 20591

WILLIAM J WEBER

CERTIFICATION SECTION MANAGER

FAA AFS-900

45005 AVIATION DRIVE SUITE 131

DULLES VA 20166

GINO REZZONICO

PRINCIPLE OPERATIONS INSPECTOR

FEDERAL AVIATION ADMINISTRATION

HONOLULU FSDO

135 NAKOLO PLACE 

HONOLULU HAWAII 96819

ANNE SUISSA RTS-42

OFFICE OF AIRLINE INFORMATION

DOT/RITA/BTS E-34

1200 NEW JERSEY AVE SE

WASHINGTON DC 20590

BERNARD STANKUS 

OFFICE OF AIRLINE INFORMATION

DOT/RITA/BTS RTS-42

1200 NEW JERSEY AVE SE

WASHINGTON DC 20590

CLAY MORITZ

OFFICE OF AIRLINE INFORMATION

DOT/RITA/BTS RTS-42

1200 NEW JERSEY AVE SE

WASHINGTON DC 20590