For most aircraft owners and operators, the term STC (Supplemental Type Certificate) is familiar. What may be less clear is how and why STCs are required, and what that actually means when planning a modification. 

At a high level, an STC is the FAA’s method for approving major changes to an aircraft’s type design. It supplements the original Type Certificate, which defines the aircraft’s approved configuration, systems, and operating basis. 

An STC does not replace the Type Certificate. It amends it only in the areas affected by the modification. If an STC is required, then the FAA has determined the change rises to the level of a major alteration.

When Does a Modification Require an STC?

The line between major and minor changes is not always obvious. A major change can include system upgrades, but it can also cover configuration changes tied to the aircraft’s certification basis. For example, changing the number of passenger seats may not affect how the aircraft flies, but it still alters the approved design. That alone can require an STC. 

The FAA also designates certain installations as STC-required, even when operational impact is limited. These determinations often rely on policy and precedent. Two common triggers tend to drive this requirement.

The first is new and novel technology. Any system not envisioned in the aircraft’s original certification basis may fall under this category. This often includes advanced connectivity or emerging avionics. Even if these systems do not significantly change aircraft operation, the FAA may still require an STC to ensure a defined certification path and continued oversight.

The second is large or structurally significant installations, most often antenna systems. The FAA typically classifies these based on size, weight, or structural integration. For example, an antenna that exceeds certain thresholds or spans multiple fuselage sections will typically require an STC, even if it has little to no impact on day-to-day flight operations.

STC Ownership and Installation Rights

Developing an STC requires engineering, testing, and FAA coordination. The organization that completes this work becomes the STC holder. While ownership does not automatically restrict who can install the modification, the STC holder does control how the data is used. 

Some holders keep STCs proprietary and perform all installations internally. This allows tighter control over quality, protection of intellectual property, and full capture of installation and data value. Others license the data to third-party maintenance providers. In these cases, broader distribution can accelerate adoption and generate a return on the initial certification investment through lisencing.

When an STC is shared, the installer receives a Letter of Authorization (LOA). This document grants legal permission to use the STC data while also enabling the STC holder to track which aircraft incorporate the modification. 

Continued Airworthiness Responsibilities

The STC process does not end after installation, however. The STC holder remains responsible for continued support of the modification. If a design issue emerges or regulatory requirements change, it is the holder’s job to notify all affected operators.

This is why each installation links back to the STC holder through the LOA process, creating a clear record of affected aircraft. For operators, this structure provides meaningful value. It establishes a defined certification and compliance path, ensures clear communication if updates or corrections are required, and supports the long-term airworthiness of the installed system. 

Why This Matters for Operators

Understanding the STC process helps explain differences in cost, availability, and installation options. It also explains why two similar upgrades can follow very different certification paths. In some cases, OEMs restrict access to their STCs and limit installations to their network. In others, independent providers license their STCs more broadly.

At Pro Star Aviation, we work within both models. We develop certification solutions and install STCs from multiple sources. That experience allows us to guide customers through both the technical and regulatory sides of a modification. Because at the end of the day, an STC is not just a regulatory requirement. It is the framework that ensures each modification is engineered, approved, and supported over the life of the aircraft. 

October 10, 2025 – Londonderry, NH – Pro Star Aviation has officially unveiled a new brand identity, marking the first major rebrand in the company’s history. Centered around an updated logo, this relaunch represents an important step in the company’s continued commitment to growth and innovation. The announcement arrives at a pivotal time for Pro Star, coinciding with significant expansion, including the opening of its new Grand Rapids, Michigan facility in April of this year. 

Pro Star’s Director of Sales & Marketing, Jeff Shaw, commented on the change, stating, “The relaunch isn’t just about a new design; it is also a reflection of our trajectory as a company. As our capabilities and reach continue to grow, it’s important that our brand evolves along with us.”

The refreshed identity reflects Pro Star’s development from a respected regional service provider into a multi-location enterprise with a growing national footprint. The new branding will roll out across all company touchpoints in the coming months, including major locations and digital platforms. 

Pro Star Aviation, headquartered at the Manchester-Boston Regional Airport in New Hampshire with locations in Grand Rapids, MI, and Portland, ME, is a recognized industry leader in the maintenance and upgrade of business and government aircraft. The company is a factory-authorized service facility for Dassault Falcon Jet, Embraer, and Pilatus. Pro Star has gained national recognition specializing in avionics upgrades, in-flight connectivity solutions, special mission aircraft modifications, and aircraft sales. With proven capacity to manage complex projects and provide targeted solutions for unique operational requirements, Pro Star consistently meets the highest standards of performance and reliability. Pro Star is part of the Laughlin Family aviation group of companies, which was founded in 1948 and has additional operations in FBO, airline services, and aircraft de-icing. https://www.prostaraviation.com

For additional information, please contact:
Jeff Shaw, Director of Sales & Marketing
603-627-7827
jeff@prostaraviation.com

Approval Ensures Pro Star Aviation’s Ability to Support European Aircraft in the U.S.

October 1, 2025 – Londonderry, NH – Pro Star Aviation has been granted European Union Aviation Safety Agency (EASA) Part-145 Repair Station approval at its Manchester, New Hampshire facility. This certification authorizes Pro Star to perform maintenance, upgrades, and inspections on European-registered aircraft on U.S. soil. Under the bilateral U.S.-European Union safety agreement, this approval recognizes Pro Star’s capability to perform maintenance that aligns with EASA’s standards and requirements.

“EASA approval strengthens our ability to support OEM partners and European operators,” said Jeffrey Shaw, Director of Sales and Marketing at Pro Star Aviation. “With our close proximity to major East Coast destinations, we can now provide faster, more comprehensive service to international business aircraft flying into the U.S.”

EASA certification considerably expands Pro Star’s ability to support international operators, particularly those flying into major East Coast touchpoints like Boston and New York. This approval, in addition to previous FAA and Transport Canada certifications, puts Pro Star in a unique position to serve a broad range of aircraft owners from around the world. 

Pro Star Aviation, headquartered at the Manchester-Boston Regional Airport in New Hampshire with locations in Grand Rapids, MI, and Portland, ME, is a recognized industry leader in the maintenance and upgrade of business and government aircraft. The company is a factory-authorized service facility for Dassault Falcon Jet, Embraer, and Pilatus. Pro Star has gained national recognition specializing in avionics upgrades, in-flight connectivity solutions, special mission aircraft modifications, and aircraft sales. With proven capacity to manage complex projects and provide targeted solutions for unique operational requirements, Pro Star consistently meets the highest standards of performance and reliability. Pro Star is part of the Laughlin Family aviation group of companies, which was founded in 1948 and has additional operations in FBO, airline services, and aircraft de-icing. https://www.prostaraviation.com

For additional information, please contact:
Jeff Shaw, Director of Sales & Marketing
603-627-7827
jeff@prostaraviation.com

At the height of COVID-19, business aviation experienced a boom. Interest was higher than it had been in several years, maybe ever. People still wanted to fly, but now, they wanted to fly privately. With a huge pool of new buyers and a limited number of new aircraft being manufactured, the demand, and therefore price, of these aircraft skyrocketed. Now, according to a recent AINsight article, the prices of pre-owned business planes have stabilized. Even though prices and availability are returning to pre-COVID levels, there are still less pre-owned jets available than what would have been considered ‘the norm’ before the pandemic. Article writer Joseph Carfagna Jr. believes that these slightly lower rates may just be the ‘new normal’ for pre-owned business aviation. The lower supply is not the only thing that will change for this industry post-COVID. One of the most important changes lies in the hands of MROs.

With a limited pool of pre-owned aircraft to choose from, potential buyers will need to deeply consider their options before making a final purchase. MROs like Pro Star can be instrumental in this process, especially as the supply continues to recover from the all-time lows of the pandemic. While the supply may never quite reach pre-COVID averages, buyers in 2024 still have significantly more pre-owned aircraft to choose from than they did even just two years ago. Despite this, buyers should still err on the side of caution when it comes to choosing which aircraft to purchase. While all of these aircraft may currently be airworthy, there are many underlying factors to consider that may not be readily apparent to potential buyers or even brokers. Multiple aircraft may both be the same make, model, and price, however, only one may have all the necessary equipment for the mission. This information is often down in the weeds and can therefore be easily overlooked. In this ‘new normal’ of slightly lower supply, investigating these facts has become a new kind of hidden service provided by MROs like Pro Star. Pro Star routinely talks with brokers about the status of the avionics equipment to meet the needs of the new owners.

While pricing and supply of pre-owned aircraft continue to return to a new normal, MROs are beginning to offer a new service. This service is equally beneficial for buyers and sellers within the used aircraft market. Regardless if you are a buyer or a broker, a thorough and independent review of the plane’s records can be highly valuable. Even just a quick peremptory glance at some of the more high-profile equipment can help to avoid oncoming problems for a particular aircraft. For example, an MRO may inspect records and find various unsupported and obsolete equipment. Brokers often list aircraft equipment and capabilities but the true story is told when a review of the installed equipment is accomplished. Having Worldwide In-Flight connectivity is not equal across the board. Being equipment with FANS can be very different from aircraft to the next. Even most pre-purchase inspections don’t weigh in on this situation unless specifically asked. PPI are for determining aircraft condition not its ability to perform the mission the new owners desire. It will be cheap to actually locate and verify this equipment, however, a failure to follow through on the aircraft’s equipment could wind up being extremely costly. In addition, once you’ve purchased an aircraft, if its status is not validated by an MRO, it could wind up on the ground for several months while it gets the upgrades it needs to fly. This service MROs are offering in the wake of the industry’s ‘new normal’, is often a free of charge recommendation and cursory evaluation. However it should be rolled into PPI’s in the future. It is something that everyone has yet to take full advantage of. As the industry adjusts to a post-COVID world, services like these help to usher us into a new era for the pre-owned business market. 

Article Link: https://www.ainonline.com/aviation-news/business-aviation/2024-03-22/ainsight-new-normal-preowned-business-aircraft 

Right now, in business aviation, what everybody wants for their aircraft is a ‘one-stop’ shop. On its surface, the idea of the one-stop shop is quite appealing. It’s biggest draw for aircraft owners is the luxury of leaving your airplane in one location to have all the necessary work done in the available downtime window. While price is certainly a determining factor, downtime truly is the number one consideration in business aviation. The idea of leaving the aircraft at a single location to complete the work only sweetens the pot. Oftentimes, the work includes (but is not limited to): maintenance, records research, specialized inspections, avionics upgrades, in-flight connectivity installations, interior refurbishment, paint, aircraft detailing and cleaning.

There are actually very few MROs that actually can provide all of these services. Even the MROs that do have the capabilities can rarely ever line up all of their shops to be able to accommodate a particular work scope in a competitive downtime. Oftentimes, even with access to these shops and capabilities, when it comes to working an aircraft in, it is likely that one or more of these shops will be booked within the timeframe that is necessary to complete the job. In this way, the idea of a true one-stop shop does not really exist in business aviation, without extensive planning and a long lead into the work scope. At least, not in the traditional sense.

In all honesty, a good MRO should be looked at less as a one-stop shop, and more as a general contractor. This is not dissimilar to a general contractor that you might hire to renovate your home. In that field of work, when you hire a contractor, they may have plumbers, electricians, and carpenters working for them. Some general contractors, however, may offer none of these specialties themselves. In these cases, the contractor may be working solo. In order to complete the necessary work, they would need to subcontract these specialties to succeed. In addition to these subcontracts, a general contractor needs to align these workers in the right order to ensure that everything works the way it should. They would need to schedule their electrician to work certain days before the drywaller, as the drywalling cannot begin until the electrical work is done. The general contractor, here, is responsible for work progressing in the right order at the right time.

MROs work a lot more like this than a genuine one-stop shop. At Pro Star, for example, we don’t necessarily do paint or interior work. If you need something we specialize in (like maintenance or avionics upgrades), and are also looking for some interior or paint work to be done, we will find a contractor to complete the work on our behalf. A good MRO will also ensure that this contract work is done in a way that will not extend the downtime window or get the owner involved unnecessarily. Like general contract work on houses, success really depends upon the timing. As a general contractor, an MRO is responsible for lining up the schedule to ensure that no time is wasted. In addition to hiring MROs to assist Pro Star, Pro Star has frequently gone on the road to work for other MROs on avionics installations while they are completing maintenance or interior work.

The need for a ‘one-stop’ shop, of sorts, is much less practical than the need for a trusted MRO to take the role of a general contractor. It may still feel like a one-stop shop, as the owner is still leaving their airplane in one location to get the work done. In reality, however, it may be the case that the airplane must leave the original location for additional work. In this instance, it is the responsibility of the MRO to properly prepare the aircraft to fly the airplane in its current state. Multiple crews are likely working with the main MRO to get the entirety of the work done. This work, in order to be successful, must be done in a logical sequence. If not, the project can very quickly fall apart. This is the kind of confidence an owner must have in their MRO to do the job. The more an MRO can maintain the appearance of the one-stop shop, the better they are at doing the job of a general contractor. This is the wave of the future for aviation.

Throughout the three-day course of the 2023 NBAA BACE, held at the Las Vegas Convention Center, Pro Star played a role in some significant updates for business aviation. While I was not personally present this year, Pro Star had both of its regional sales managers, as well as the general manager, in attendance. Despite the smaller than normal attendance contingency in Las Vegas, it still had one of its most, if not the most, productive conventions yet.

First and foremost, Pro Star had one of the largest news announcements in the company’s history. On the first day of the convention, Dassault Aviation announced its partnership with Pro Star as the Northeast US authorized service facility. In a Pro Star Aviation first, this announcement was at the static display instead of the exhibit hall. This was the first time that Pro Star Aviation has had such a large and impactful announcement to unveil during the NBAA national convention.

In addition to the major Dassault Aviation announcement, Pro Star also was one of a very select few MROs to participate in the Starlink Aviation Flight Demonstration of its now certified Business Aviation connectivity solution. At last year’s convention in Orlando, Starlink opted not to attend, instead choosing to announce their involvement in the business aviation field on Twitter (now X). This year, however, not only was Starlink in attendance, but they were ready to demonstrate the technological leaps they had taken with their LEO (low-earth orbit) satellites.

Unlike most experiences with in-flight connectivity announcements and demonstrations, it not only lived up to, but exceeded our expectations. Not just with our team, however, but nearly every professional who was able to experience it for themselves. According to those who experienced the demonstration, it is now comparable to connectivity on the ground. It seems that for the first time ever, in-flight connectivity is really starting to catch up with the expectations of the flying public.

The demonstration also took place at the airport rather than the exhibition hall. This is a trend that many exhibitors are seemingly adopting in this post-pandemic era. Typically, exhibitors will have a large contingency at both the static display and the trade show hall. Now, however, like Pro Star, most major aircraft manufacturers were primarily all at the static display with little or no exhibition hall presence. It is clear that change is in the air for aviation conventions.

One of the biggest signs of this change is reflected in the lack of Gulfstream Aerospace’s attendance. Gulfstream, which was once the cornerstone of the NBAA convention, decided not to attend the trade show at all this year. This move from Gulfstream may very well be a significant bellwether of the future to come. The decision is likely due to the high level of competing goals that are present at a national trade show. Unlike more regional shows, national conventions have a lot of interests to attend to that can be bogged down in all the noise. So, while the Las Vegas NBAA was still well attended, with over 20,000 attendants and 800 exhibitors, there seems to be a shift taking place in priorities for business aviation.

Regional trade shows are still very well attended and are likely to only increase as this shift continues to alter the landscape of aviation conventions. Only people with a need to attend are there and often have an invested interest in the business affairs of the show. Because of this, it is much easier for attendees and exhibitors alike to see a real return on their investment. It is for these reasons, as well as the real-time changes noted by our sales team this year, that I believe these smaller and more focused conventions will be the future of trade shows for the aviation industry.