Table of Contents ...

6 Letter from Editor By: Jeff Schweitzer 9 Piper Perspective: The View From Vero Beach By: Chuck Suma 10 Note From the President By: Doug Leet 13 Aviation News By: Jim Yankaskas 14 TBM Insights By: Trey Hughes 16 Views from a JetProp By: Bob Conrad 18 Coats Corner By: David Coats 34 Pilatus Points By: Mike Haenggi 42 Malibu Trivia Q & A By: Mary Bryant 46 Malibu Maintenance By: Kevin Mead 50 Details Details By: Brett Logan 51 Notes from MMOPA Headquarters By: Russ Caauwe 58 Classified Ads 62 Training Update 62 Calendar of Events

FEATURE ARTICLES 22 Palm Springs: Desert Paradise By: Jeff Schweitzer

ON THE COVER Photo of Esmeralda Resort, the host for our MMOPA Convention. Second Page . . . Editor

Advertisers’ Index . . . Aero One Jeff Schweitzer THE MALIBU•MIRAGE Page 45 (512) 264-8026 • Fax (512) 264-8025 AeroTech Recurrent Training Email: [email protected] OWNERS AND Page 32 Send all publishing inquiries, manuscripts and PILOTS ASSOCIATION Aircraft Training Services Page 35 photos to the Editor. The Editor is responsible APPRECIATES THE for initial review of all submissions and content. Arizona Aircraft Accessories SUPPORT OF ITS Page 40 ADVERTISERS. ASI/Modern AeroAviation Sales/Denver Publisher Page 47 PLEASE USE THEIR Aviation Sales, Inc. Association Management, Inc. (AMI) SERVICES WHENEVER Page 20-21 San Antonio, TX 78232 POSSIBLE AND Aviation Training Management Ship To: AMI TELL THEM YOU SAW Page 48 140 Heimer Rd., Suite 560 Bruce’s Custom Covers San Antonio, TX 78232 THEIR AD IN THE Page 44 (210) 491-9473 • Fax (210) 525-8085 MALIBU•MIRAGE Classified Ads Email: [email protected] Page 58 MAGAZINE. Cessna Page 12 Officers & Directors Columbia Aircraft Sales Page 57 Douglas Leet Corporate AirSearch, Int’l President & Board Member Page 51 (520) 399-1121 Email: [email protected] Cutter Aviation Jim Yankaskas Page 61 Vice President/Board Member Dorr Aviation Credit Corp. Mona Rathmel Page 15 Secretary/Treasurer & Board Member Eclipse International, Inc. Page 43 Richard Bynum Enhanced Flight Group Past President/Board Member Page 11 Lewis Donzis FlightSafety International Board Member Page 36 Larry Johnson General Aviation and Modification, Inc. Page 56 Board Member Jeff Schweitzer Hartzell Propeller, Inc. Page 7 Board Member Insure.com James Yankaskas Page 38 Board Member JetProp Page 59 Kansas City Aviation Center Executive Director Page 54 Russ Caauwe M•MOPA Lester Kyle’s Aircraft Training Page 40 P.O. Box 1288 Mariani Aviation Service Green Valley, AZ 85622 Page 48 (520) 399-1121 • Fax: (520) 648-3823 New Piper Aircraft, Inc. Headquarters Email: [email protected] Inside Front Cover Website: http://www.mmopa.com On Eagle’s Wings Page 44 Pik*West Insurance Convention Coordinator Page 32 Bill Alberts Pilatus Page 41 (843) 785-9358 • Fax: (843) 785-7567 Plastech Corporation Page 18 Pratt & Whitney Engine Services Page 39 Premier Aircraft Sales Page 37 Professional Insurance Management Inside Back Cover Roger Aviation Page 15 Disclaimer Schweiss Page 49 The comments, articles, stories, letters and information contained in this magazine are the personal opinions of Scope Leasing Page 60 the writers and are not—and are not to be construed to Scheyden Eyewear be—official policy or commentary of the Malibu-Mirage Page 19 Owners and Pilots Association. Sim/Com PanAm Training Center Back Cover Neither the Association nor its directors, officers nor the Skytech, Inc. Page 55 publisher give any official sanction to any articles, stories, Socata Aircraft, Inc. letters or information contained herein. Page 5 Southeast Piper THE PILOT-IN-COMMAND IS RESPONSIBLE FOR THE SAFE ISSN 1543-8805 Page 33 AND PROPER OPERATION OF HIS/HER AIRCRAFT AND IT IS THE RESPONSIBILITY OF THE PILOT-IN-COMMAND TO OPERATE THAT AIRCRAFT IN COMPLIANCE WITH THAT AIRCRAFT’S PILOT’S OPERATING HANDBOOK AND OTHER OFFICIAL MANUALS AND DIRECTIVES.

Fall 2004 4 M•MOPA Fall 2004 5 M•MOPA Letter from the Editor by Jeff Schweitzer

Annual Convention at Palm Springs Featured in this issue is the city of Palm Springs, the site of our annual convention this year. The article contains everything you need to know about the town and its environs to enjoy your stay. All the major attractions are covered, so you can use this article as a travel guide during your visit. We offer you good weather, luxury accommodations, gourmet food, great shopping, interesting attractions, and of course a convention packed with information that no PA-46 pilot can afford to miss. The static display on airport day, at the Palm Springs Air Museum, will be better than anything we’ve seen so far. If by chance you have not yet registered, do so now! I look forward to seeing I often fly from Austin, Texas, to cities throughout you shortly. I fully expect this convention to California. In March of this year, I was returning break all previous records for attendance, from San Jose, and the weather was typical for airplanes on site and vendor participation. that time of year. The day before, a wide swath of thunderstorms were pounding Arizona, New Close Encounter Mexico and west Texas. The forecast for the next When I read about high-time pilots with good day was widely scattered thunderstorms across equipment who fly into thunderstorms, I must the entire route. I departed with my wife at 0-dark admit to feeling a hint of disdain, even as I hundred, with almost no help from a tail wind. That sympathize with the surviving families. I say a was particularly irritating because on the way out “hint” because the feeling is buried somewhere just two days before I suffered through 50 knot in the background, and I feel a bit guilty for not headwinds. The first leg was uneventful, if not a bit being more understanding. But there it is. I have of a bladder buster, and I landed for fuel in Tucson. always figured that with a Stormscope and radar, any reasonably cautious pilot could stay out of The leg from Tucson to Austin was more trouble. So I admit to the following with a great troublesome. Just prior to departure, during my deal of chagrin. Humble pie is never sweet. briefing, nothing was showing up on radar, and no convective sigmets had yet been issued. I am not one of those innately gifted pilots who But hints of trouble were brewing, and the take to the sky as naturally as a dolphin does to forecast did call for convective activity. Also, the sea. I struggled to learn to fly. I finally mastered the lifted index was very negative; there was the art to the point where I am a safe, maybe even a strong flow of moist air from the Gulf, and a skilled, pilot but I had to work hard to reach that cold front was draped from Mexico up through goal. While clearly no ace, I pride myself on my decision-making, my honest evaluation of my Kansas. Generally this painted an ugly picture circumstances, and my dedication to training of an atmosphere that could blow anytime. and safety. I have made the study of weather So why go? Well, let’s be realistic. The radar a huge focus of attention, and I have written was clean across my entire route, the weather multiple articles about convection, from basic was VFR above a low cloud deck, there were to advanced. I am no stranger to thunderstorms no convective sigmets, and the experts were nor to what causes these demons to develop. calling for widely scattered thunderstorms should they actually develop. Finally, I had You might think at this point that I am leading up plenty of outs. Except for the stretch between to a confession that I flew into a thunderstorm. El Paso and Fort Stockton, plenty of airports In fact, I did not. But I came perilously close. are available for landing to wait out the weather. I avoided the encounter not as a result of skill Even in retrospect, I think any pilot flying a PA-46 and planning, but rather as a result of hapless would have launched under those conditions. timing. And therein lies the rub. With my chain of decision-making, I could have flown into In cruise I listened to HIWAS stations as they a thunderstorm, as you will see below. Now came into range, and about every 1/2 hour I the difference between me and those pilots I previously felt disdain for is not so obvious. cont. page 8

Fall 2004 6 M•MOPA

Letter From the Editor (continued)

went off frequency to get an update from field was Pecos, and that was smack in I offer this experience as a precautionary Flight Watch. About one hour into the flight, the middle of little dots on the screen. tale. I have no grand theories or life lessons two convective sigmets were indeed issued. to give. In retrospect I should have turned Normally trying to find the fixes that anchor Soon level 3, 4 and 5 cells started growing around as soon as I entered the clouds and the sigmet is impossible, but I am familiar on my radar. Radar was my only way around saw the eastern edge of the convective line with the area, and I drew a clear picture of the growing activity, and I deviated left and start to curve north. The biggest mistake the danger zones. Miraculously, the edges right around bigger and bigger cells. The fact I made was allowing myself to go IMC. I of the sigmets were north and south of my is that I was scared now. I had already told should have just turned around and landed route, leaving a wide path between them ATC that I was surrounded by convective then. I knew that the atmosphere was primed clear. I was in VFR conditions, and off in the activity, and that I would be deviating as to blow, but got suckered in because my far distance I could actually see the edges necessary, and descending so that I could route looked clear upon departure. I held on of the convective activity left and right of land at Pecos if a hole opened up as I way too long to the original picture painted me that corresponded beautifully to the was going in that direction. The controller by the sigmets. Through denial I did not sigmets. The path ahead remained clear. cleared me to descend at pilot’s discretion allow myself to grasp the changing situation. to 5000 feet and to deviate as necessary. With convective activity left and right, So far so good, and in fact up to this point staying VMC was really the only available my decision-making was fine, at least in my I lowered the gear, pulled the power back option, and I just flew right through into opinion. But I got stupid quick. And I only die and slowed down to 100 knots; I really did the waiting trap. The bottom line is that I once, so being smart before getting stupid not think I could avoid a cell at this point. For allowed myself to fly into a situation with no earns me no brownie points. The sigmets those of you who have heard John Mariani at safe out. There is no excuse for that. I hope clearly indicated a clear path ahead, and the Safety and Training Foundation, you will that I am smart enough to never do it again. initially the visual picture confirmed that. But understand my interest in getting down to the picture deteriorated rather quickly. As I 100 knots. And then I was faced with the no- Potential Energy tooled along at FL230, I started bumping into win choice of turning right between two big The summer 2004 issue measured in with the clouds. And just about when I was going cells on my radar, separated only by about a behemoth 82 pages, thick enough to full IMC, I noticed that the convective activity 30 miles. Every other option was worse, and consider when you calculate your next to the south was starting to curve north at I had to act quickly because I was headed weight and balance. Matching its girth was the eastern edge of the line. Now IMC, I directly into a very big blob of red. The one the quality of its content, with articles on had to rely completely on my Stormscope bit of good news, if you can call it that, is that disparate topics packed with information and radar. Pireps indicated that changing the center controller told me that the weather you could find nowhere else. I say this not altitude would buy me no advantage. looked clear ahead if I could get through the to pat myself on the back, although I often line I was about to cross. I did not ask, but get arm and shoulder strain from frequent When set on the 200 mile range, the by that comment I assumed she had ASR-9 attempts, but to point out that the issue was Stormscope started to show heavier and radar. Her view was consistent with what I an experiment of sorts. With our current level heavier activity along my route, but still was now seeing on the Stormscope as well. of advertising revenue, we can not afford to clustered off to both sides near the edge print such a voluminous document, nor pay of the scope. My thought was this: I’ll go to Just as I was passing between those two for the extra mailing costs, more than the one within 100 miles of the activity dead ahead, big cells, with round red globs on either time. But I wanted to create at least once what and if things look dicey, I’ll start looking for a side of me on the radar, I ran smack into I believe to be the final goal of this magazine place to land. I had started to enter the world hail. That is truly something I do not want in terms of length and quality to serve as a of denial, or at least I was dating its cousin to experience again. Fortunately, the hail benchmark for the future. You have in your at this point. My radar, toggling between was not heavy enough to damage to the hands now a more svelte issue that we can 40 and 80 miles, still showed no activity. airplane. This reaffirms the wisdom that sustainably support with existing revenue. If you should never stray closer than 20 miles and when we can increase monies coming Then within minutes of hatching this brilliant from a thunderstorm. I knew that but had in from advertisements, we will incrementally plan all hell broke loose. My Stormscope trapped myself such that I had no choice. march toward our ultimate goal. I am grateful suddenly lit up like Chevy Chase’s house to existing advertisers, and I look forward to in Christmas Vacation. The problem was The hail lasted just a few minutes, bringing many more on board so that this that the scope was showing increasing fortunately, and soon I did indeed break magazine can reach its full potential. You can activity in every direction, and most of out as I was descending through 9000 do your part by encouraging companies that it within 50 miles of my position. I was feet. I stopped there, cleaned up the you work with or purchase products from to completely surrounded, and had no easy airplane, and pointed toward home. I was advertise in the magazine. Spread the word. escape: as luck would have it, I happened cleared present position direct Austin. I to be in east Texas at this time. The closest flew the remainder of the flight at 9000 feet.

Fall 2004 8 M•MOPA Piper Perspective: The View from Vero Beach New Piper and the Road Ahead by Chuck Suma

Much has happened since I last had the Examples abound in everything we do. The opportunity to talk with you. In fact, this whole avionics that you see in our aircraft are an year has truly been an up-and-down period excellent illustration. Recently, as many of Chuck Suma for all of us, both within General Aviation you know, we introduced Avidyne’s FlightMax President and every other segment of the country. In Entegra Integrated Flight Deck as optional The New Piper Aircraft, Inc. all, we have been living in a new era, which equipment on four of our models, the I call the Era of Good News/Bad News. Saratoga II HP, the Saratoga II TC, the Piper 6X and the Piper 6XT. We are committed to As we go to press for this issue, for example, introducing the latest in such technology, we at New Piper are dealing with a classic as it develops, throughout our model lines. “good-news/bad-news issue.” A shipment of Throughout our history, we have been raw sheet steel received at New Piper that did instrumental in bringing new technology not meet our specifications initially prompted to our customers, who rightly expect a lot, us to ground some of our aircraft. First and and continue to do so. Technology is for foremost, it is important to understand that us a mantra that we never lose sight of. this was not a failure in the Quality Assurance System at New Piper Aircraft, Inc. In fact, New Now if only the market would be as exact, Piper QA was instrumental in identifying and we would all be doing better. Despite remedying this situation, leading to a release huge gains in productivity, quality and of most affected aircraft within days, and financial stability, we have yet to see a all affected aircraft in just over two weeks. sustained surge in consumer confidence, in any industry. In our own industry, people The “bad news” aspect of this story is obvious. remain reluctant to enter the marketplace. And while we never see a situation like this as Keeping your aircraft another year or two a positive development, the “good news” story seems to be the order of the day for many. was that the system worked. Within hours, we identified what aircraft might be affected and One exception to this has been those who were on top of any necessary repairs. In fact, are taking advantage of the government’s even the press cited our quick response passage last year of legislation for bonus as an example of how a manufacturer depreciation, which as we all know has kept should react when suppliers make mistakes. General Aviation going during what has been a relentless economic downturn since the end This is the “real time” world we live in. of 2000. However, the bonus depreciation Deadlines are tight, quality must be beyond provision of the Jobs and Growth Tax Relief question and when mistakes happen, they Reconciliation Act of 2003 will die at the end must be fixed as of yesterday. It’s certainly a of this year unless the Congress extends it. long way from the days when our grandparents That is not a sure thing at all, because bonus and our parents, and in fact, even many of us, depreciation goes on the books as adding expected things to break. That’s why we had to the deficit. That’s particularly bad news chicken wire, and later, duct tape. I remember in an election year, as no politician wants to as a young teenager when having a flat tire go on record as having supported deficits. was a regular and expected part of driving. Nowadays, it’s the exception to the rule. So we’re back to the old good-news/bad- news paradigm. The good news is that Success in this day and age is a direct through the rest of this year, there are huge tax result of the excellent technology that our incentives for those buying aircraft, and many industry has and is developing. At New other business purchases. The bad news, Piper, technology is the cutting edge of our however, is that those incentives may well end business, and we devote tens of thousands with this year, and that would be bad for all of of hours each year to moving the needle, us, because bonus depreciation is a provision not just in terms of new technology, but also that cuts across all industries and businesses. systems and processes. Last issue, I wrote about our Factory of the Future initiatives. So what can I tell you about the road ahead? In this issue, I can point to those same Buy now. It will make you as happy as it will initiatives as an example of how we were able make us. Other than that, I can promise you that to respond so quickly to the “steel” issue. from our vantage point, the road ahead will be ever changing ... demanding ... and exciting.

Fall 2004 9 M•MOPA Note from the President by Doug Leet

Palm Springs contains a line item for MMOPA contributions Last month, we returned from our mid-year to the Training and Safety Foundation to Board meeting at the Renaissance Esmeralda subsidize your participation. Have you Resort and Spa in Palm Springs, California. noticed that each three day training session One result of our one-site visit was the costs you only $199, including time with decision to change our destination airport great instructors? If you are interested in Douglas Leet from Thermal to Palm Springs International how your organization is run, please join us Douglas Leet studied at Michigan (PSP). You will all be impressed with the at the business meeting. We are committed State University and received his facility, as well as the Air Museum on the field. to continuing our efforts to make the M.D. degree from The University of Taking advantage of the unique facilities at workings of the Board open and transparent. Chicago. Internship, residency and PSP, Bill Alberts has planned a new airport fellowship in General Surgery and Urology followed in Chapel Hill, at event, the Sunset Airport Extravaganza. We Back to the Future The University of North Carolina. will host a theme dinner to be set among the As a continuation of our dialogue at the last He practices Urology in Raleigh, museum’s world-class collection of pristine convention, and on the web subsequent to specializing in pediatric and war birds nestled in spotless hangars, microsurgery, female urology and that meeting, I wish to speak to you regarding oncology. Flying was always just a which will be open to our largest-ever static the idea of expanding MMOPA to include dream until 1978, when he began display just outside the hangar doors. TMB 700 or PC-12 owners. Our organization early morning lessons before work During cocktails and dinner, you can wander exists to support the PA-46 and to promote during his fellowship in general around inside and out, among old and new. surgery. Thirty days later, with safe flying techniques. We have a significant nearly continuous ground school, number of previous PA-46 owners who remain he had his private certificate. Doug MMOPA Business with our organization. These pilots enjoy the bought a 1964 Mooney M20E shortly thereafter and obtained The MMOPA Board has created a Bylaws camaraderie of the convention and want to his instrument ticket in 1980. The Committee to review the organization’s continue coming to our didactic sessions. M20E was sold for an M20K(turbo), existing charter, and if appropriate, to We have so far been able to accommodate and finally the ultimate flying make recommendations for updates these groups at the convention without machine, his 1984 Malibu. Doug’s flying experiences expand across or modifications. Some sections of the compromising our unwavering commitment all of North America and into the bylaws are outdated simply from the march to the PA-46. I see no conflict in making all Southern Caribbean. of time. Any proposed changes will be those interested in our convention welcome. presented to MMOPA members for a vote at the business meeting at the convention. I anticipate Palm Springs will continue to impress all of our members, regardless of Also at the business meeting we will present what powerplant you look at from the left our budget report with all the dollars and seat. The resort is truly spectacular. The cents for your perusal. We will be available meeting agenda and facilities are first class. to answer any questions about any budget Bill Alberts and Jim Yankaskas continue to items. In this budget you can find expenditures raise the bar. I look forward to seeing y’all that show how MMOPA has worked hard to there and am anxious for your suggestions on promote safety. For example, the budget how to continually improve this organization.

Fall 2004 10 M•MOPA Note from the President

Fall 2004 11 M•MOPA Fall 2004 12 M•MOPA Aviation News by Jim Yankaskas

The number of PA46 accidents surged and one passenger received fatal injuries. in the last quarter. Some demonstrated The flight originated from Panama City-Bay the benefits of training and proficiency. County International Airport, Panama City, Another returned us to the problems that Florida, on February 23, 2004, at 0738 CST. generated this organization and grounded Jim Yankaskas our fleet in 1991. Each can teach us how Review of radio communications between to be smarter, wiser and safer pilots. N9103Z and Atlanta Center revealed the pilot requested to deviate to the north to N9223X get around some build-ups at 0819. The On December 13, 2003, at approximately 1540 controller asked the pilot if he encountered CST, a Piper PA-46 single-engine airplane, any rime icing in his area, and the pilot stated N9223X, was destroyed upon impact with a no. The pilot was cleared to Flight level (FL) building about one mile short of the landing 230 and instructed to contact another sector threshold for runway 02 at Guaymas, State of Atlanta Center at 0827. The pilot made of Sonora, in the Republic of Mexico. The the frequency change and informed the new private pilot and his passenger were fatally controller that he was climbing to FL230. injured. Visual meteorological conditions The controller informed the pilot to climb to prevailed for the personal cross country FL250 and amended the climb clearance trip that originated in Tucson, Arizona, at to FL240 at 08:30:23. The pilot stated “4-0 1340, with Guaymas as the final destination. thank you.” At 08:47:52, the controller called to verify that N9103Z was level at FL240. There was no response from the pilot. JetProp N1968W On January 19, 2004, at 1334 CST, a Review of radar data revealed the airplane Piper PA-46-500TP, N1968W, operated was at 24,000 feet, heading northwest at by a private pilot, made a gear up forced 08:46:54. At 08:47:02, the airplane was landing following a loss of engine power at 23,800 feet in a right turn. At 08:47:04, on takeoff. The takeoff was being made on the airplane was at 23,600 feet heading runway 28R (3,599 feet by 75 feet, asphalt) northwest. At 08:47:34, the airplane was at the Flying Cloud Airport, Minneapolis, heading northeast at 16,300 feet. At 08:47:58, Minnesota. The pilot was not injured. the airplane was at 9,600 feet. At 08:48:04, the The airplane was substantially damaged. airplane was at 8,300 feet heading southeast. The 14 CFR Part 91 personal flight was The last beacon return was at 08:48:44. The operating in visual meteorological conditions airplane was heading southeast at 3,100 on an instrument flight rules flight plan. feet. The airplane wreckage was located at 1715 CST by a local area pilot. The The pilot stated that he had just achieved a wreckage was scattered over a half a mile. positive rate of climb and raised the landing gear when the engine shuttered and lost power. He estimated his altitude at the time Malibu N861DD was between 30 and 50 feet above the runway. On April 13, 2004, about 1230 EDT, a The pilot reported he pulled the power back Piper PA-46-310P, N861DD, experienced a to idle and landed the airplane back on the loss of engine power while in cruise flight, remaining runway. The airplane slid off the and was substantially damaged during end of the runway and across a taxiway a forced landing in Taylor, Pennsylvania. prior to coming to rest. The pilot reported he The certificated commercial pilot and a turned off the battery and exited the airplane. passenger were not injured. Instrument meteorological conditions prevailed and an instrument flight rules flight plan was Malibu N9103Z filed for the flight that departed Seamans On February 23, 2004, at 0849 CST, a Field, Factoryville, Pennsylvania, destined Piper PA-46-310P, N9103Z, registered to a for Lancaster, Pennsylvania. The personal private owner, operating as a 14 CFR Part flight was conducted under 14 CFR Part 91. 91 personal flight, broke up in-flight in the vicinity of Arlington, Alabama. Instrument According to a Federal Aviation Administration meteorological conditions prevailed at flight (FAA) inspector, the pilot reported that about altitude and an instrument flight plan was filed. The airplane was destroyed. The private pilot cont. page 39

Fall 2004 13 M•MOPA TBM700 Insights Who’s In Charge? by Trey Hughes

Your pal Teddy Turbine is in the left seat as a CFI might be, he or she usually is not a Trey Hughes while you occupy the right. The ink on your mind reader. Misunderstandings like this can CFI Certificate is still wet, and Teddy, who happen any time two (or more) pilots are in Trey has been a professional pilot since 1971. During the first sixteen years, Trey bought his 1995 TBM 700 just 3 months an airplane in which all have some degree of saw duty as an instructor, charter and earlier, has asked you to ride along to expertise, real or imagined. One should never then corporate pilot flying a variety of aircraft, including the Cessna 310, 340, the MMOPA convention in Palm Springs. fly with another pilot without first explicitly 414, 421 and 425; Beach Baron and How could you pass up this chance to establishing who is Pilot-In-Command. King Air and Cessna Citations. He left log PIC time in a pressurized turbine at corporate life in 1987 when he joined Who’s On First? the staff at FlightSafety San Antonio no cost? What a great way to build time. When I fly with any other pilot (rated pilot, teaching in the Mooney, Merlin/Metro, student or fellow instructor), I first establish TBM 700 and Cessna Citation 500 Series aircraft. After retiring from FSI Troubled Turbine that the person in the left seat is the PIC (if in 2001, he became the Executive Engine start and taxi proceed normally, and the FAR allows), and that I am along for the Director of the Mooney Aircraft Pilots Association. In 2002, Trey and his wife as Teddy takes the runway at Mid-County ride as SIC (big airplane term for Second-In- Lela founded Flight Training Inc. in San Intercontinental Airport, you settle back in Command, something a TBM 700 really does Antonio, Texas and secured a contract the seat, relaxing for the 4 hour flight to not need). If anything goes wrong during the to provide transition training for all the Mooney Airplane Company new the southwestern desert. Just as the gear critical takeoff phase, the “flying pilot” should aircraft deliveries. Later that same year, gets sucked up into the wheel wells, you continue to fly the problem out. If he or she FTI branched out to include the TBM hear what sounds like firecrackers in front needs help, I will read the checklist, talk on the 700, in which Trey has over 1800 hours teaching. Trey has more than 8000 of your feet. Is someone shooting at you? radio, reconfigure the aircraft as requested or hours of flight time and holds an ATP You try to recall if that girl you met last night offer advice, but I will not immediately take with CE500 Type, a CFII and MEI ratings. mentioned a boy friend. Or husband. As over the aircraft unless asked. As an instructor, you contemplate this potential dilemma of this would be modified if life saving actions irate mates, the hair stands up on the back were necessary, but only after a pre-departure of your neck, which is the only hair left near briefing and then only after saying (loudly) your head, as you realize that the engine is “I’ve got it!” with a shake of the control wheel. no longer making that comforting rumble sound. Finally, there is no denying that the You too should never fly with another rated firecrackers are coming from the very sick pilot unless you do a thorough briefing to Pratt under the long sleek cowl. As you look assign duties and responsibilities before over at Teddy, you see him sitting straight in takeoff. Whoever is the “flying pilot” should his seat, looking at you! There is no time to brief the “non-flying pilot” on what actions pull your seat up and react, and you, Teddy each will take if something unusual and and his once beautiful TBM crash into the exciting occurs. This is especially important trees on the hill at the south end of the runway. during the takeoff and landing phases of a flight. This is the time when reactions must Ground Rules for the Air be synchronized to assure a satisfactory Not a pretty picture, and I am not talking outcome. There is not enough time to do the about the reference to balding This is what briefing after the fact. The most dangerous could happen when we fly with another pilot situation in the cockpit arises when pilot A without first clearly establishing ground rules. thinks pilot B is going to do something that These rules include most importantly who is Pilot B does not expect or have plans to do. in charge, and when. You see, Teddy, still new to his airplane, thought that his friend the CFI Frequent Flyers (a god-like creature to mere mortal pilots) There is another serious aspect of “who is was going to save the day if something went in charge” that I want to address, this one wrong. Unfortunately, good old Ted failed to concerning those who fly with a “constant mention this tidbit to his friend. And, as good cont. page 49

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Phone: 800-311-4311 Fax: 361-275-6940 361-275-6990 Email: [email protected]

Fall 2004 15 M•MOPA Views from a JetProp Compassion Flights by Robert Conrad

Robert Conrad The FAA released procedures for use Air Care Alliance maintains a list of all Bob was told he could never be a pilot of the call sign “compassion” in May, compassion type organizations in the United during a long bout through the 70’s with Meinere’s Syndrome, an inner ear disease. 1999. This identifier was intended for use States. You can learn more about volunteer He received his pilot license in 1983 after where there might be a need for helpful flying and find the organizations in your area a successful operation. He is a CFII and handling by ATC. This is in contrast to that can use your help. They also have detailed enjoys teaching. He owns a Decathelon the Lifeguard call sign, designated for information about using the Compassion and takes pleasure in light aerobatics. He also stays busy developing and priority, time critical, medical and emergency identifier. Go to www.aircareall.org. maintaining web pages for charities operations. Compassion flights are typically and flying for AirLifeLineMidwest. flown by volunteers and used for routine LifeLine Pilots ambulatory patient transport and other Bob graduated from the University of I joined LifeLine Pilots based in Peoria, Detroit in 1962 with a degree in Electrical public service missions. One advantage of Illinois in 2000. The organization provides Engineering. He then joined his father’s using the Compassion call sign is the ease free air transportation for medical and Motorola Two-Way Radio business, which in changing the flight to Lifeguard should eventually grew to over 160 employees humanitarian needs, serving 15 states in in the two-way radio, cellular, paging, a person’s medical condition deteriorate in the upper mid-western part of the United SMR, manufacturing and radio broadcast flight or if other conditions apply that justify States. They coordinate with Angel Flight industries. In 1990, his company took over expeditious handling on a priority basis. airport management and FBO operations, and other mercy organizations, moving including a maintenance and avionics patients cross country to their various shop, at the Butler County Regional Call Sign destinations. Most flights involve transporting Airport in Hamilton, Ohio (HAO). In 1999, The ICAO three-letter identifier is CMF. The people with limited financial resources for Bob decided to take an early retirement and turn the business over to his children Compassion identifier also uses the last 3 or medical purposes, including evaluation and employees. 4 numbers/characters of your tail number. For and ongoing treatments. Typical legs are example, N100GF would become CMF0GF, 200 to 250 nm, with most missions having You can visit his web site at: www.PA46T.com or CMF00GF if you know of a conflict with 2 to 3 legs. I have been averaging about another aircraft in the same area. When filing, 15 missions per year flying for LifeLine. aircraft identification is listed as CMF0GF, Chuck Donabedian is a student of mine and your full N number and the reason for who recently received his instrument rating. requesting the Compassion call sign is listed In celebration, he joined LifeLine Pilots under the remarks section. In the air you with a desire to help others and as a would identify yourself as “Compassion OGF.” means of staying current. I served as co-

Chuck helping Penny fill out a Flight Authorization, Heading out to the airplane in Lewisburg, WV. Liability Release and Indemnity form that will be e-mailed to LifeLine Pilots before departing the airport.

Fall 2004 16 M•MOPA pilot for a mission Chuck accepted to fly where she will receive cancer treatments. if you are at all interested in sharing your Penny Stover from her home in Lewisburg, I documented the mission with pictures talents and resources to help someone not so fortunate. I count my blessings after WV, to Butler County Regional Airport in that can tell the story better than words. every flight and feel honored to be able to Hamilton, Ohio, where we are based. From help someone who has “real” problems. there, Dan Mayworm took Penny and a Miracles I have made many new friends and have companion (her sister) to Waukegan, IL, Check out the Air Care Alliance web site witnessed miracles in many of their lives.

Chuck giving his passengers pre-flight Happy passengers ready to go. Enjoying the flight. Penny works for instructions before boarding. the Federal Department of Prisons and was quick to point out the large Federal correctional facility in Charleston, WV.

Chuck busy flying the airplane. Great photo opportunity after arriving at Off they go with line person Chris Page HAO, Hamilton, Ohio. to meet up with their second leg pilot Dan Mayworm.

Baggage loaded and ready to go on the Dan asking Linda at the Pro Aero second leg of their journey. counter to mail the Flight Authorization, Liability Release and Indemnity form to LifeLine Pilots and thanking her for the fuel discount most FBO operators offer mission Pilots.

Fall 2004 17 M•MOPA Coats Corner Loss of a Friend by David Coats, MD

The fatal accident of N9103Z, discussed by Dr. related to multi-engine training, and most of Yankaskas in Aviation News, should capture the fatal accidents involved Vmc instruction; the attention of every MMOPA member. multiengine instructors were usually involved. The in-flight breakup highlights again the What the FAA did, interestingly enough, potentially critical role of our Training and was to bureaucratically change the Vmc Safety Foundation, which emphasizes in speed from 80 mph to 90 mph, requiring David Coats, MD great detail the role of maneuvering speed in only 90 mph on the flight test for Vmc. Not a avoiding catastrophic structural failure in flight. scientific approach, but effective. The actual David’s first dream in his youth Vmc of a standard Twin Comanche of course was to be a Naval Aviator, but The accident took the lives of our friends Bob remains about 80 mph, but by training to 90 lack of 20/20 uncorrected vision Compton and his wife Mimi. As was usually the accident rate fell dramatically. Since that precluded the normal approach the case, we enjoyed their company at the last change, the Twin Comanche has enjoyed to that goal. Since Annapolis was annual convention in St. Augustine. Typically an accident rate similar to other light twins. out, David became a physician the conversation ranged from Malibus and in pursuit of his dream of flying. JetProps to Oklahoma politics, and much Taught by his Dad, a flight Safety First in between. Bob and Mimi were fine people As an organization devoted to safety, we need instructor in the Navy, David and they will be terribly missed. Emily and I went on to fire patrol and crop to find creative means of encouraging our were heartbroken over this news. Certainly, members to do better in preventing accidents. dusting to satisfy the flying urge. the preliminary analysis discussed in the He then made it to medical As Jim Yankaskas points out, we do not fly article by Dr. Yankaskas appears valid. What the PA-46 to go slow or to stay on the ground school, followed by a residency in can we do as an organization to prevent this radiology in the US Army. David every time a few clouds appear in the sky. type of accident? There but for the grace served in Vietnam as a flight But I believe it was Chuck Yeager who once surgeon and a radiologist. After of God do I go? What can I do personally? said something like, “…in addition to the entering private practice in Tyler, 180 degree turn one of the safest things to Texas, where he currently lives Two Decades do in aviation is simply say I’ll fly tomorrow.” with his wife Emily, he traded his This is the 20th anniversary year of the PA-46. Cessna 180 for a Twin Comanche, Unfortunately the past two decades have not I would like to request from all members any earned his ATP, and then moved been kind to this aircraft in terms of accidents. ideas on how can we make safety a prime up to the Malibu. He bought Hopefully, MMOPA and the safety foundation consideration for each flight for every PA-46 4388M in 1987, spruced her up can bring about some fundamental changes pilot. The safety foundation is continually to become Queen of the Fleet in that will prevent bent metal in the future. working to improve our approach to safe flying. 1991, and has kept her in mint Training, as always, is key. Many years ago, But all of us need to attend. We also need to condition ever since. Piper built an outstanding twin, the Twin encourage all non-member PA-46 pilots to join Comanche. This airplane had a horrible fatal us and to attend the seminars. There is little rate in the early years. The main cause was doubt that the lessons learned can save lives.

Fall 2004 18 M•MOPA Fall 2004 19 M•MOPA

For the most current information on our aircraft inventory please call 303-799-9999. We typically have several quality used and new Piper aircraft.

The PC-12 was ranked #1 in the The PC-12 was ranked #1 in the 2000 AIN Customer Product Service and Professional Pilot 2002 Corporate & Support Survey in the Business Customer Aircraft Product Turbo Prop Category Support Survey The history of the West is largely the history of the Southern Pacific Railroad, and Palm Springs is part of that heritage. More than 100 years ago, the railroad completed its tracks through the California desert and the towering mountains to the west, laying open for the first time, at least to the casual traveler, the region’s oasis of palm trees, waterfalls and hot mineral springs. Nowhere is the beauty of the oasis better seen than at the resort hosting our convention, the Esmeralda.

Fall 2004 22 M•MOPA Fall 2004 23 M•MOPA The Renaissance Esmeralda The Spa Esmeralda was recently voted as one of the 100 best in Resort and Spa the word. Need I say more? Luxurious outdoor treatment cabanas, The Esmeralda resort is located about 30 minutes from downtown a lush spa garden, and all the latest treatments and therapies Palm Springs, literally nestled into the foothills of the San Jacinto await you if can figure out what pampering best suits your needs. Mountains. Majestic palms rise to welcome visitors to a desert paradise of tropical gardens, As you sit at the bar, after a good cascading water falls, massage, looking at those threads of alluring mountains clothing saunter by, you might start and lush fairways. wondering how these lush gardens, Okay, okay, I’ll stop green lawns, swimming pools and with the smarmy other luxury accommodations came descriptions. But the to pass in the middle of the desert. place is truly inviting, If not, you should be asking that a n d I g u a r a n t e e question so I have a good excuse that you will not be to give you some background on disappointed. Yes, Palm Springs. So sit back and enjoy golf is big here, so let a bit of history and a guided tour us admit that upfront, of the city hosting our convention. but the game is easy to ignore, too, if that Native Americans is not your cup of tea. While the railroad’s completion 100 years ago made life easier for the G u e s t r o o m s a n d growing population of Los Angeles suites are spacious to escape city life and obnoxious and luxurious, and drivers, the party the service is superb. in the desert The staff promises actually started that the “four star service indulges much earlier. your every whim. Life moves at your More than 2500 pace. And the day is yours to play to y e a r s b e f o r e perfection. So whether you enjoy a round the iron horse of championship golf, work up a sweat roared through in the fitness center or simply relax by on steel tracks, the desert’s most celebrated pool, at ancestors of the Esmeralda it is all yours to discover.” Agua Caliente (“hot water”) They forgot bellying up to the bar, but tribe of Cahuilla then this is their first MMOPA convention. ( K a h - w e - a h ) I do like the “every whim” part, though, Indians already and I am devising ways to test the limits called this desert of that promise without being arrested. paradise home. T h e C a h u i l l a The resort has 560 deluxe oversized guest c a l l e d t h e i r rooms, including 22 suites with mountain, ancestral lands pool or golf course view. Two fine dining “Sek-hi” meaning establishments are on site, the Sirocco boiling water, (authentic Italian dining) and the Charisma from which the (contemporary Californian, but without the Spanish derived alfalfa sprouts). When drinking becomes their name for more serious than eating, visit the elegant the prominent Las Estrellas lounge, which is kept dark tribe of Cahuilla. enough to cover up all but the worst One gets the indiscretions and all of your bad dancing. i m p r e s s i o n that a lot of The pool is huge, sizing in at 83 feet hot bubbling long and 40 feet wide, with the requisite water caught swim-up bar, waterfall-into-the-pool and e v e r y b o d y ’ s threads of dental floss masquerading attention. It’s as bathing suites on bodies that...yeah, what we call whatever. Hey, I am not complaining, The Esmeralda Resort and Spa a “theme.” just observing. That’s what I’ve been reduced to, observing. The upside is that I have more time for frozen marguerites.

Fall 2004 24 M•MOPA Cahuilla itself means “master” or “powerful one” proving that, from Calientes, for a total of 32,000 acres. The bad news was that federal law the very beginning, all of us have had high opinions of ourselves. prevented the Indians from selling or leasing the land to derive income. But the Cahuilla’s self-serving claim of mastery is lent some legitimacy by their proven ability to survive the desert’s blistering The gamblers among us in MMOPA will appreciate the next bit of temperatures and unforgiving arid climate. The Cahuilla developed history most. Recognizing, in a rare fit of clarity, that all was not right a clever technology for digging wells and devised creative methods with this land distribution scheme, Congress passed the Mission for using local plant life such as acorns, mesquite Indian Relief Act in 1891, and pinyon. Virtually every part of every one of the authorizing the Secretary 300 varieties of local plants was used for either of the Interior to make food, medicine or shelter. They built sturdy homes individual allotments (known as a kish) from reeds, branches and brush. from Reservation lands. Often several families would build homes in a cluster, However, another 50 each home connected to the other by covered years would pass before walkways, creating the west’s first condominiums. the Indians, taking The natives also took advantage of the lush their case to the U.S. vegetation and abundant water of the world’s largest Supreme, would win the natural oasis of fan palms in what is now known right to their allotments. as Indian Canyons. Of course that name would But even then all was not have made no sense to the Cahuilla at the time. well due to an obscure federal law concerning Like a Good Neighbor the maximum duration Since this is not a history text, I use the term Cahuilla of leases on Indian loosely. For those who are sticklers for detail, the lands. Not until President tribe was actually divided into two primary clans, Eisenhower signed the the Wildcat and Coyote, not to be confused with Equalization Law in the biker clubs that roll through now and again. 1959 could tribes realize And living by the rule that good fences make good profits from their lands. neighbors, those two clans were further divided into a dozen or so patrilineal groups, each having The Agua Caliente its own territory and history. Nothing is simple. are now the largest landowners in the city, with Close Encounter of the Third Kind nearly 6,700 acres within The Cahuillas first encountered non- the city limits. Many of the Indians in 1774. In that year, while the major hotels and city buildings, such as American revolution was brewing in the Palm Springs Convention Center, the east, and Thomas Jefferson was are sited on leased Indian lands. One building Monticello, Juan Bautista result of this storied land development: de Anza traveled through the area many conveniently located casinos in making various discoveries of areas the heart of downtown and surrounding previously discovered by the natives. suburbs, and beyond. In fact, the The region became official in 1853, Agua Caliente now control more than when a U.S. government survey party 42 percent of the entire Coachella mapped Palm Springs and the area’s Valley (in which Palm Springs sits). natural hot springs, centered around what is now the Spa Resort Casino. If you are still awake, you might want to The government also established visit the Aqua Caliente Cultural Museum that same year the first wagon route located in the Village Green Heritage through the San Gorgonio Pass, Center in the heart of downtown. which many of us have flown over Or visit Tahquitz Canyon, home of enroute to Southern California. The a spectacular 60 foot waterfall, rock Cahuilla suffered the fate of most art, ancient irrigation systems and Indians coming into contact with native wildlife and plants. If you are outsiders, and in 1863, the tribe was still not satiated, visit Palm Canyon, devastated by a smallpox epidemic. Andreas Canyon or Murray Canyon to see where and how the Indians lived. Wanna Bet if Its Good News or Bad News? White Settlers Times got no better when in 1877, as Settlers are never far behind an an incentive to complete a railroad to expanding railroad, and Palm Springs the Pacific, the U.S. government gave Relax poolside was no exception. As a follow up to Southern Pacific Railroad title to the odd-numbered parcels of land for the survey of 1853, another government ten miles on either side of the tracks. The good news for the Indians party recorded numerous mineral water springs in 1868 in was that the even-numbered parcels of land were given to the Agua what is now the city of Desert Hot Springs. These many natural

Fall 2004 25 M•MOPA Why its called Palm Springs sources served as drinking water for natives over centuries, Place to Rest and the oases were a main attraction to newcomers as well. With settlers come guests, so Dr. Welwood Murray built, in 1886, the first lodging, deviously named The Palm Springs Hotel. The first permanent non-Indian settler is In the great spirit of Capitalism, his hotel could not sit said to be Judge John Guthrie McCallum without competition, so the Desert Inn opened in 1909. of San Francisco, who moved his family to That was a big year for Palm Springs, which also saw the dry desert air in 1884 for his son, who the opening of the first garage for servicing the vehicles was suffering from tuberculosis. McCallum that brought visitors to town, and a small school for the purchased land from Southern Pacific and few permanent residents, that is to say for their children. promptly proceeded to build an elaborate aqueduct on his new acquisition to supply Winter Playground his farm. That the first settler focused his Growth was rapid enough to warrant incorporation in 1938. attention on water is a good indication A census showed a year later that the new city had 5,336 of the region’s limiting resource, and the residents and a seasonal population of local determination to overcome that limitation. The vast about 8,000. By this point, the sleepy expanses of green lawns and golf courses seen today town had become known worldwide as would seem to indicate some success along these lines. a playground for the rich and famous. Escaping the brutal, desperate winters The railroad is responsible not only for opening up of Los Angeles, movie stars would the region to settlement, but also for the region’s frequently gather in Palm Springs incredible agricultural success. In the 1890s, C. P. for excessive narcissism and mutual Huntington, president and co-founder of Southern admiration. Every year the city would Pacific Railroad, brought back date shoots from a host the titans of the entertainment vacation in Algeria. As a result of that modest start, Indio and industry, including Greta Garbo, Jack Benny, Frank Sinatra, Marlene the surrounding agricultural region, at the eastern end of the Dietrich, Bob Hope, and Loretta Young, to name a few. Continuing the Coachella Valley, now produces 95 percent of the annual date crop tradition today are Robert Downey Jr., Brad Pitt, Jennifer Aniston, and in the United States, not to mention a huge variety of other fruits. other trendy folks. They all come in futile hope of meeting me one day.

Fall 2004 26 M•MOPA World War II While Hollywood was gearing up to entertain, t h e c o u n t r y w a s gearing up to defend democracy. As World War II began, General George Patton and his troops took advantage of the region’s terrain and climate to prepare for the inhospitable North African deserts. Wives lived in hotels downtown, even filling rooms during the brutal summers, which were largely empty during that season prior to the military’s presence. The dry climate also proved an ideal place for soldiers recuperating from rheumatic fever c o n t r a c t e d i n t h e tropical South Pacific. As elsewhere in the country, many hotels were taken Pools and fountains everywhere over and converted to military infirmaries. The old El Mirador Hotel, now the Desert Regional Medical Center, served as a hospital to treat wounded U.S. soldiers, while Italian prisoners of war were housed next door. The airfield, built to handle military cargo and personnel planes, would become Palm Springs Regional Airport (more about that later).

Post War Boom Palm Springs grew quickly throughout the 1950s and 1960s as a perfect vacation get-a- way only two hours by car from Los Angeles and San Diego. Personally, I am a bit mystified why someone would drive from the beaches of San Diego to the desert, oasis or no, but I seem to be in a small minority. In any case, growth remains strong even today. The Coachella Valley is now one of the fastest growing areas in the United States. The region’s spectacular growth is perhaps explained by the unusual juxtaposition of rugged mountains, vast deserts, abundant water, the allure of Hollywood stars, and perpetually pleasant winters. Palm Springs offers a combination of geography, meteorology and sociology found nowhere else.

Palm Springs International Airport In 1939, with a world war certain to come, and a pre-Pearl Harbor public largely oblivious to the fact, the United States Corps of Engineers went looking for a place to build an Army Air Corps airfield. Palm Springs was selected for its isolation from population centers, good

Fall 2004 27 M•MOPA year-round flying weather, and vital gate to the growing desert community. surrounding mountains that gave shelter from the incessant desert MMOPA pilots will enjoy landing here. Good winds. Initially the airport boasted weather, long runways, easy approaches an A-frame terminal building and and friendly staff make this a great spot two runways. With the threat of war to fuel up and tie down. In addition, we looming, concrete parking pads have the benefit of working closely with with connecting taxiways were the Palm Springs Air Museum, located built throughout town. This network right on the field. The Museum will be of distributed taxiways and pads home to our static display on airport day, allowed for the quick dispersion of and is the site of a truly unique theme aircraft in case of an enemy attack. dinner that you do not want to miss.

Having survived the war without Palm Springs Air Museum attack, the airport was purchased by My threshold for the city in 1961. The first scheduled excitement for commercial airline flights started in 1964. As Palm items stored in Springs became an ever-more popular tourist glass cases has destination, growth created the need to expand b e c o m e h i g h to accommodate the camera-toting hordes. enough such that In 1965 the airport installed a new $1.4 million I rarely bother terminal building. By 1967 the skies were ugly g o i n g t o a n y with metal, so a control tower was added. In 1968 museum unless the terminal building was expanded again, and in I am dragged 1973, the first wide-bodied jet, a DC-10, landed at to one to satisfy Palm Springs. It would not be the last of its kind. some unavoidable social obligation. From these humble beginnings, annual passenger Yet Palm Springs traffic has grown from a whopping 11,000 in 1955 b o a s t s t w o to a peak of about 1 million. An airport master plan calling for spending $122 million dollars over (above) Million Air at PSP twenty years will ensure that the airport remains a (below) View of the International Airport from top of the aerial tramway

Fall 2004 28 M•MOPA Air and Space Museum Every one of these airplane are in flying condition, making this one of the world’s largest collections of flying World War II aircraft. And they do fly. I wish I could generally say the same for my own aircraft. But I can live vicariously as I walk among these beautifully preserved, immaculate war birds. They are a sight to behold, all spotlessly presented in a new spacious 67,000 sq. ft. air conditioned hangar. Finally, perhaps the best aspect of the museum is the volunteer force of docents who provide eyewitness accounts of their air combat experiences during the war.

Desert Museum As a centerpiece of culture in Palm Springs, and no that is not an oxymoron, the Desert Museum sits as an imposing 4-level edifice located in the heart of downtown. Designed by E. Stewart Williams in 1976, the 125,000 square ft. structure has become a true landmark. As a first impression upon entering the building, I thought museums worthy of my precious time: the Desert Museum the museum was a rather odd and random collection of and the Air Museum. Since we are all pilots, and spouses artifacts that somebody no longer had room to store in the attic. But of such, I will first mention the one involving airplanes. after just a few minutes I knew that to be dramatically wrong. The museum represents a “unique amalgam of natural history, desert We all know that World War II was by far the most costly conflict life, Hollywood glitz, presidential politics, upscale retirement and the ever fought, taking the lives of more than 70 million people. Many fine and performing arts”, presented in a way that truly captures the historians believe that air power was pivotal in altering the final spirit and history of the region. The Museum’s permanent exhibits outcome of the war in favor of the Allies, although the effect and role of aviation in winning a war is still the subject of much discussion today. include a 20th century art gallery, Mesoamerican art, Western and In this context, the Air Museum, which is a non-profit educational Native American art, a George Montgomery collection, a William institution, has a mandate to educate us about how airplanes, and Holden collection, a miniature collection and a gallery of 19th pilots, served in the worldwide conflagration. In addition to the century landscapes. It also includes an impressive natural sciences incredible collection of pristine flying aircraft (see table below), gallery, a graphic arts gallery and a gallery for special exhibits. the museum also displays an impressive array of related artifacts and artwork to convey the sense and feel of those terrible times. I was lucky enough to overlap with a special William Morris exhibit that unfortunately will not be available for the MMOPA Flying Aircraft List convention. Morris’s work pushes the medium of glass to Grumman F4F Wildcat amazing limits, creating glass sculptures that appear to be made Grumman F6F Hellcat out of every material but glass, including realistic renderings Grumman F7F Tigercat of wood, fabric and metal. You can avenge the injustice of my Grumman F8F Bearcat serendipitous overlap with Morris by visiting the Museum during Grumman TBF/TBM Avenger the convention and catching the special exhibit at the time. Chance Vought F4U Corsair Grumman C-1A COD Transport We owe all of this to Don Admiral, who in 1938 decided that the Grumman F-14 Tomcat newly incorporated town needed a museum. He was a skilled Grumman OA-13/G-21 Goose promoter, but the museum struggled along on a shoestring through Piper L-4A/J3 Cub Grasshopper rocky times for a good part of its history. But he and his successors hung in there for the next 20 years, and by 1960 more than 80,000 Boeing Stearman PT-17 Kaydet were visiting the museum annually. The museum is now a primary Douglas C-47 Dakota tourist attraction in Palm Springs and the surrounding region. North American T-28 Trojan Beechcraft T-34 Mentor Aerial Tramway Boeing B17 Flying Fortress By far the most unique attraction in Palm Springs is the Aerial Bell P63 Kingcobra Tramway on Mount San Jacinto, just a few minutes outside of North American B25 Mitchell town. I have been on trams throughout the world, including Douglas SBD Dive Bomber those spectacular cable cars in Switzerland, Austria and Italy, Republic P47 Thunderbolt and none are more dramatic than the Palm Springs tramway. North American P51 Mustang This is easily one of the most breathtaking vertical cable rises Douglas A26/JD1 (B26) Invader anywhere in the world. In fact, the tramway is one of the longest Curtiss P40 Hawk in the world, and climbs one of the highest vertical distances. Supermarine Spitfire Ryan PT22 Recruit The ride begins at Valley Station at 2,643 feet, surrounded by cacti and other native arid flora, then rises up through mountain canyons North American AT-6/SNJ Texan and chimneys and finally arrives 10 minutes later at Mountains General Dynamics F-16 Falcon Station at 8,516 feet in an arctic-alpine forest with giant Ponderosa Grumman A6 Intruder Douglas A4 Skyhawk

Fall 2004 29 M•MOPA pines. In that short 10 minutes, you pass through changes in flora and 6,800 hours. The fauna equivalent to what you would experience driving from the Sonora The rotating car comes home to roost average trip required Desert in Mexico to the Arctic Circle in Alaska. At the bottom 20 minutes to reach you see barrel cactus, prickly pear and yucca. By the time altitude and drop you get to the summit’s Arctic-Alpine zone, you see granite the load, and only ridges heavily fractured by eons of winter freeze-thaw cycles, 4 minutes to return and a variety of hearty but sparsely populated oaks and firs. to base. Once the engines started in The circular cable 80-passenger car rotates 360 the morning, they degrees, so everybody gets a perfect view during the never shut down; exhilarating ride. The rotating cars are unique to the between shifts one western hemisphere, and only two others exist in the pilot got out while world, one system in Switzerland and one in South Africa. a n o t h e r g o t i n . Each pilot would Once at the summit, you can spend the entire day enjoying m a k e a b o u t 1 6 the Mt. San Jacinto State Park, encompassing 14,000 acres. round trips per shift. During the summer, visitors can camp, go on nature walks, or hike 54 miles of trails. In winter, the Adventure Center The dimensions rents out snowshoes and cross-country skis. If that seems and materials of like too much work, you can relax at the cocktail lounge and the tramway are restaurant before descending. Bring a sweater, even in the i m p r e s s i v e , b u t heart of summer, because the destination is always chilly, doubly so when you dropping as much as 50 degrees from base to summit. realize that every ounce was moved Aviation to the Rescue by helicopter. More I find the tramway inspiring because its construction than 600 tons of demonstrates incredible perseverance against great odds, steel were used similar perhaps to that needed to keep an airplane flying after i n c o n s t r u c t i n g 4 years of troubled maintenance. I’m not mentioning any the towers alone; names. At a time when Palm Springs was a small village of t w o c o n c r e t e only a few hundred people, one café and one grocery store, c o u n t e r w e i g h t s Francis Crocker had the insane idea to build the tramway. each weigh in at You can imagine the 123 tons at the political, financial base and 31 tons and engineering each at the summit, and more than 22 miles of o b s t a c l e s h e locked-coil cable were strung from top to bottom. faced, but none fazed him. Most The tramway officially opened on September 14, 1963, people thought he nearly 30 years from the time Crocker first proposed the was just plain nuts. idea. I have blathered on about this tramway, but I find its history inspirational and the current ride exhilarating. This After overcoming is an absolute must-see while you are in Palm Springs. the political and financial barriers, Windmill Farms Crocker was faced Since the soil is a bit dry here, some entrepreneur decided with the daunting to grow windmills instead of corn. The location is just task of actually right for this crop, because NASA has declared the San constructing the Gorgonio Pass as one of the “most consistently windiest” tramway on one spots on earth. Good thing, too, because wind turbine of the steepest- generators require average wind speeds of at least 21 faced mountains km/h (13 mph). Just a few minutes outside of town, you in the lower 48. can visit the only tour of a working wind farm in the world. His solution was The largest windmills here are 150 feet tall, with blades to use helicopters. half the length of a football field. The compartments Each Bell G- at the top, which contain the all important generators, 3B could haul a weigh 30,000 to 45,000 pounds. Each turbine can maximum of 700 produce about 300 kilowatts an hour, equivalent to the pounds per trip. amount of electricity used by an average household in a These helicopters month. This wind farm sprouts more than 4000 separate flew more than windmills, and provides enough electricity to power Palm 23,000 trips and Springs and the entire Coachella Valley. The tour lasts lifted more than Ballooning is popular here 90 minutes. You will definitely feel as well as hear the 5,500 tons, flying a “whoosh” as the giant blades rotate laboriously overhead. total of more than

Fall 2004 30 M•MOPA Windmills as far as the eye can see

The Living Desert Zoo and Garden Shopping Once associated with the Desert Museum, the Living Desert became Palm Springs offers numerous opportunities to part with your so big and popular to warrant being set off on its own. The 1200 hard earned money. El Paseo features over 150 shops and acre exhibit is similar to the living desert attraction in Tucson, but restaurants, including art galleries, jewelry shops, swimwear and of course this shows off the flora and fauna local to Palm Springs. upscale fashion shops, not to mention of course, shoes. Always You will find native and exotic animals, beautiful desert gardens, shoes. Desert Crossing, the Palm Springs mall, and the Westfield scenic trails, animal shows, and, no surprise, gift shops, cafés and Shopping Town will wear out all but the most hearty shopper. I’d restaurants. If hiking along trails seems like too much effort, trams last about 5 minutes. All are within a short distance from downtown. and shuttles will do the work for you. This is definitely a good place to bring the kids if a seminar on cylinder head temperature does not Come on Down capture their attention. Giraffic Park (hey, I’m only the messenger), I hope to see every member of MMOPA at the convention this underground tunnels and slides and a discovery dig area, not to year. We have no excuse not to make this the biggest and best mention a place to pan for gold, allow kids to create their own fun. of all. We know the weather will be good. The accommodations Or so I’m told, because when it comes to kids, I know nothing. And are superb, and the academic program this year is better nothing in this case means nothing as in the void of empty space. than ever. Palm Springs might just be the perfect convention The Esmeralda resort is only about 15 minutes from the Living Desert. destination. Since this issue will arrive at your doorstep only a week or so before the convention, I can only hope that you have already registered. If not, its not too late. I will see you soon.

Fall 2004 31 M•MOPA Initial and Recurrent PA-46 Training Insurance approved

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Fall 2004 32 M•MOPA Fall 2004 33 M•MOPA Pilatus Points POPA and MMOPA by Mike Haenggi

MMOPA, I’d like to introduce you to POPA. Mission Needs Mission needs drove Phil into his PC-12. He The Pilatus Owners and Pilots Association found that the Mirage had practical limitations (POPA) was formed in 1996 by a group of for many of his flights. He recalled, “If I wanted PC-12 owners with the aim of providing safer, to go any distance (anywhere out of Texas) more cost effective, and more enjoyable the Mirage was at best a two place aircraft. Mike Haenggi ownership experiences for Pilatus operators. Also, trying to go into and out of places like Today, the organization has approximately 200 Aspen, Telluride or even the small strips on the owner-members, plus another 50 associate lesser Bahamian islands was challenging.” members who are affiliated with the Pilatus community but who are not owners/operators. After deciding to purchase a new airplane, These include distributors, service centers, he compared the options with his needs. OEM vendors, and aftermarket suppliers. “I could be putting three or four guys and hunting and fishing equipment into the Phil Rosenbaum plane and flying 400 to 1,000 miles. Or I recently sat down with Phil Rosenbaum, it may be just my wife and I going to visit POPA’s current president, and discovered a family 1,300 nm away in Pennsylvania, little bit more about him, and the organization New Jersey, or Massachusetts. It may be he represents. When you first meet Phil, you a business trip up and down the west coast quickly learn he has always been involved for a week, or Dallas for a day. Or it could with technology. After earning degrees in be an Angel Flight mission for charity.” Mechanical and Aerospace Engineering at Rutgers University, he worked for IBM A capable multi-role aircraft was what he in mainframe computer sales for nearly a needed. “I had the list of usual suspects: decade. Then he left IBM to enter the world TBMs, Caravans, Conquests, Cheyennes, of high-tech start-up ventures. He did well King Airs, Turbo-Commanders, and in a number of technology companies, Mitsubishis. The Meridian, Ibis, and all the including some involving color graphics, little jets were not available yet.” Whatever the electronic design technology, client-server aircraft was, Phil knew the bird would be put database systems, networked systems to work. “I assessed a number of alternatives, solutions, and network security. Today but once I accepted that my minimum criteria Phil works as a venture capital consultant demanded a turbine, 1,200 nm range, when he is not busy running POPA. and 1,200 pounds of useful load, there wasn’t much to look at besides the PC-12.”

After purchasing the PC-12, Phil quickly joined POPA. Like any new member, he was given a warm welcome, along with an impressive amount of data about the airplane, and tips on how to fly and manage the beast safely. After several years of active membership and building some solid experience in his PC-12, Phil was elected to lead the organization.

POPA 101 MMOPA members will probably not be surprised to learn that most PC-12 owners have a special connection to the Malibu. Phil estimates that ninety percent of POPA members have either owned a PA-46 or at Phil Rosenbaum, President of the Pilatus least logged time in one sometime in the Owners and Pilots Association (POPA). past. Quite a few current POPA members were active in MMOPA at the inception. Most Pilatus owners speak highly and fondly of Phil has owned a PC-12 for five years, their former Pipers, and only moved on after during which he has accumulated more needing more speed, range, or payload. than 1,300 hours in the plane. He flies between 200 and 250 hours per year from Like MMOPA, POPA serves as a his home base in Austin, Texas. The way communications channel for members. he ended up flying a Pilatus is typical of Annual conventions, a web site with message many PC-12 owners. He worked his way boards, and a regular newsletter provide up the aircraft ownership ladder, starting an opportunity to exchange information with a Cessna 172, then a fixed-gear and build camaraderie among fellow PC-12 Saratoga, and then a Malibu Mirage. When owners and companies supplying equipment he owned the Mirage, he was an active designed for the aircraft. The most recent MMOPA member, and loved the airplane. event was the 2004 POPA convention in

Fall 2004 34 M•MOPA Pilatus Points

April in Colorado Springs, Colorado at the the insurance industry, we’ve been able to a group that deserves service. This may luxurious Broadmoor Hotel near Pikes Peak. make some progress.” A primary goal of change if any of the very light jets actually Safety programs, training improvement, course is to keep insurance rates down. get traction in the market, but for now, insurance, and industry communications we are the bastard children of aviation!” were highlighted topics this year. Attendees Improved PC-12 training is also at the forefront also enjoyed tours of Pilatus Business Aircraft, of POPA’s agenda. For current members, “Together, we represent an interesting which is the factory’s U.S.-based business says Phil, “we work in a coordinating effort transition space. The MMOPA membership unit in nearby Broomfield, Colorado. More with the FAA and SIMCOM to continue to ranges from guys flying $200,000 to $1.8 than 200 people attended the convention, evolve the training offerings so that even million dollar machines. POPA represents and the ramp was packed with 47 PC-12s. after many years of recurrent training, there guys flying $1.5 million to $3.5 million is still new learning taking place.” And for machines. That is an impressive continuum. POPA is closely associated with its OEM. Phil new members, POPA has a program under Together we represent a class of flyers that describes the relationship this way: “Pilatus development that will give new owners want total control (single-pilot ops) and are Business Aircraft is a sustaining sponsor, access to a mentor to help them successfully willing to make the necessary investment which means more than just financial support, initiate into the Pilatus community. to make that happen. No one else is although that too is significant. We have two focusing on us yet, and we are splintered Pilatus observers on the POPA board who are Common Ground enough that we have no significant voice embraced as if full members of the board. In some areas, POPA and MMOPA are outside of our own small domains. If The access to Pilatus’s resources in helping working the same issues. For these, Phil we figure out how to join forces on our us achieve our objectives is priceless. In works closely with the board members of common causes, however, watch out....” this relationship, Pilatus is extremely candid MMOPA, particularly Richard Bynum and with their responses to POPA on touchy Jeff Schweitzer (suspiciously, all three are Whether dealing with common issues or those issues, be they technology, practices, Texans). Phil explains the cooperation, “We unique to PC-12 owners, POPA is becoming policies, support, or relations to the factory.” share a fundamental fact of existence: we an increasingly strong force in aviation, and are the most under-served pilot population its future looks bright. New airplane sales tell Full Agenda flying! Today, the low-altitude piston flyers the tale. In 2003, the PC-12 was the number Today, POPA is actively working on diverse are well represented and well served by one selling turbine-powered aircraft. Sales in issues to further benefit members. Phil AOPA. Likewise, the professionally flown 2004 remain strong, making Pilatus-owners explained, “Most recently, we have begun jet operators are reasonably well served by the fastest growing turbine group. Phil programs to improve the view of the PC-12 NBAA. But we are an emerging class; the plans to have POPA grow in stride. “We’ll and the PC-12 owner/operators in the eyes high performance, single pilot, IFR/flight- keep serving the changing needs of our of the insurance underwriters. As you can level guys who are trying to be heard. The constituents as we become more of a voice imagine, we have not been able to be effective National Airspace planners, the insurers, in the world of aviation.” He smiled, “And of as a standalone entity due to our size, but the FBOs, and even some of the market course, we’ll have some fun along the way!” by working in conjunction with Pilatus and suppliers don’t want to recognize us as

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Fall 2004 35 M•MOPA Fall 2004 36 M•MOPA

Fall 2004 38 M•MOPA CONTINUED FROM PAGE 13 AVIATION NEWS

10 minutes after takeoff, the engine began to run rough. He But what do I do if I get into a similar situation despite all my best efforts? then observed an increase in oil temperature and a decrease The answer is to understand the airplane’s limitations and fly so that the in oil pressure; which was followed by a loss of engine power. airframe cannot break up in flight. A PA-46-310P Malibu has a maneuvering The pilot performed a forced landing to a field; however, speed of 135 knots at 4100 pounds gross weight, and 103 knots at 2450 during the landing, the airplane’s left wing impacted a tree. pounds. If you are flying slower than maneuvering speed and encounter severe turbulence, the wing will stall before it exceeds its structural limit Initial examination of the airplane by an FAA inspector and fails. So the big issue is the decision to slow to 90 to 100 knots revealed streaks of oil on the engine cowling. A 6-inch hole indicated airspeed when you encounter turbulence. Now, I do not fly a was observed in the top of the engine crankcase in the Malibu so I can go slow, but staying alive is much more important than vicinity of the number 2 cylinder, and the left magneto was speed. John Mariani, a Malibu design engineer and expert PA-46 CFI, is separated. The engine was retained for further examination. teaching these topics in detail at each 2004 MMOPA Safety and Training Foundation course. He will also present a synopsis of the key points in Lessons Learned the Fred B. Hyman Memorial Lecture at the MMOPA Annual Convention The engine failure accidents were managed safely by good pilot in Palm Springs, CA on October 7, 2004. I would not miss either session. techniques. Landing on the remaining runway if there are any engine problems on takeoff is a key decision. I remind myself of that before every takeoff, and adhere to my predetermined abort point decisions rigorously. That strategy does not guarantee my survival, but does improve my safety, as demonstrated by the pilot of N1968W.

The pilot of N861DD managed an IFR engine failure skillfully and successfully. I talked with him a few days after the episode. He and his partner were on a proficiency flight in high IFR conditions. At the first roughness he reduced power to smooth the engine and continued to climb. When the engine abruptly stopped he reduced to best glide speed and assessed the options. No airports were with gliding distance so he continued on course. Shortly after breaking out of the 800 foot ceiling he spotted a clear field and proceeded to land, extending gear and full flaps only when landing in the field was assured. The airplane was severely damaged but the fuselage was intact and the pilots were not injured. I am definitely going to continue practicing for engine-out emergencies, both IFR and VFR.

The in-flight break-up is a haunting reminder of the seven in- flight Malibu break-ups between 1989 and 1991. The aircraft and systems design and construction were thoroughly evaluated and found to be good. The problems were pilot training, procedures and skills. Improved procedures and more rigorous training stopped this alarming series of accidents. The conditions in this accident were comparable to those of the 1989-91 in- flight break-ups: high altitude and high speed in the vicinity of thunderstorms. Could this accident have been prevented? I believe so. Conservative planning and aeronautical decision- making should allow us to avoid flights in such perilous conditions.

Fall 2004 39 M•MOPA Fall 2004 40 M•MOPA Fall 2004 41 M•MOPA Malibu Trivia Q & A by Mary Bryant

QUESTIONS

1. The National Notice to Airmen 8. ATC is responsible for wake turbulence (NOTAM) system provides aeronautical separation when a pilot accepts information that is: traffic information, a visual approach a. time-critical clearance, or instructions to follow Mary Bryant b. of a temporary nature another aircraft. True Mary has been a pilot for over twenty-five c. not sufficiently known in advance years and has instructed in the Malibu to permit publication on charts or False since 1988 when she worked for the other operational publications Piper Training Center. Subsequently, she 9. Jet engine exhaust can result in was Eastern Region Sales Director and d. a. and b. accidents or damage but only if Malibu Mirage demonstration pilot for e. all of the above experienced at less than 100 ft. Piper Aircraft. Mary was also co-founder True and owner of Attitudes International, False Inc., The New Piper Aircraft’s exclusively 2. A NOTAM (D), or distant NOTAM, approved training school for Malibus, from 1991 – 1998. includes information such as: 10. Wake turbulence vortices circulate a. rotating beacon outages around each wingtip in which Mary currently provides Malibu-Mirage b. taxiway closures directions? and JetProp training through Eclipse a. outward, upward, and around International, Inc. in St. Petersburg, c. equipment operating near runways Florida. Mary holds ATP, CFII, and MEI d. none of the above each wingtip certificates, and is type rated in the e. all of the above b. inward, upward and counterclockwise Cessna Citation. She also has a BA from c. inward, upward and around each tip Northwestern University and an MBA from the University of Illinois. Mary d. it depends may be reached at 727.822.1611. 3. A NOTAM (L), or local NOTAM, includes such items as airport or runway 11. A helicopter’s outwash vortices all closures, changes in navigational aid move straight down. status, ILS and radar service True availability and other data critical False to enroute, terminal or landing operations. 12. When landing behind a large jet True aircraft, where should the pilot plan False to touch down? a. beyond the jet’s touchdown point b. at least 1,500 feet past the jet’s 4. Both local (L) and distant (D) NOTAMS touchdown point will be provided in a standard pilot c. land on the windward side of the briefing. runway and prior to the jet’s touch True down point when crosswinds False are present

5. A Flight Date Center (FDC) NOTAM 13. If a large aircraft is departing from is regulatory in nature and includes a crossing runway and rotates informational amendments to current before the intersection, a flight path aeronautical charts such as published below the larger aircraft should IAPs. be avoided. True True False False

6. NOTAM (D) information remains available at the Weather Message 14. The total load on an aircraft will be Switching Center (WMSC) for the within limits if the gross weight limits duration of its validity. of the aircraft are observed. True True False False

7. Wake turbulence can be encountered during: a. all phases of flight b. takeoffs c. landings and approaches d. en route

Fall 2004 42 M•MOPA ANSWERS computer database. similar to the vortices of larger fixed-wing aircraft, although more intense than a 1. e. 7. a. Although more prevalent during fixed wing aircraft of comparable size. takeoffs, landings and approaches, wake 2. d. NOTAM (D) information includes turbulence may be encountered during 12. a. items essential to planned en route, en route operations, also. Avoid flight terminal,or landing operations that could below and behind a larger aircraft’s path. result in the necessity of flight 13. True. Pilots should also be aware of the cancellations. The above factors wind direction. The wake turbulence are not appropriate for NOTAM (D) 8. False. The PIC is responsible under may drift onto his/her runway prior to but would be including in NOTAM (L), these conditions. the intersection if the intersection is local NOTAMS. upwind of the pilot’s aircraft. 9. False. At close range, the impact of jet 3. False. This information should be found in exhaust is worse (about 100 MPH at up 14. False. Both gross weight and load factor distant (D) NOTAMS. to 350ft.). However, even at over 1,000 limits (“g”s) must be observed to keep feet behind a wide-body jet at takeoff the total load of the aircraft within limits. power, exhaust velocities can be as If the maximum gross weight is exceeded, 4. False. Only distant NOTAM (D)s are much as 50 MPH. structural damage can be caused by provided in a standard pilot briefing. load factors well within limits. Although You must specifically request local structural failures from overloading may NOTAMS, if you would like them. 10. a. be catastrophic, more frequently they affect structural components gradually 5. True. FDC NOTAMS are also used to 11. False. The outwash vortices from a and may be difficult to detect. disseminate temporary flight helicopter move outward, upward, The cumulative effect of habitually restrictions (TFR)s. around and away from the main rotor in overloading an aircraft may all directions to a distance of about three accelerate metal fatigue and result times the diameter of the rotor. Avoid 6. False. A NOTAM (D) is no longer available in subsequent structural failure operating within three rotor diameters from the computer database at the WMSC during completely normal operations. of a helicopter in a slow hover taxi or after it is published in the “Notices to stationary hover. In forward flight, Airmen Publication” (NTAP). Once it is departing or landing helicopters produce published, it is deleted from the strong, high-speed trailing vortices

Fall 2004 43 M•MOPA Fall 2004 44 M•MOPA Fall 2004 45 M•MOPA Malibu Maintenance You’ve Got Me Under Pressure by Kevin Mead

Cabin pressurization problems are seldom fuselage, leaving a sizable hole. More likely, emergencies, but a sudden loss of cabin however, is that a bleed air duct has come pressure can make your passengers feel as if loose. Almost as common is a loose hose in the world just ended. This class of maintenance the engine compartment or nose baggage problems ranges in severity from annoying area. For JetProp owners, the prime suspect Kevin Mead cabin whistling to sudden and alarming is the defog blower motor, which seems to pressurization dumps. In this article I will cover require constant replacement, and is often Kevin is an IA who has the problems seen most often in my shop. installed incorrectly in the field. (JetProp specialized in Malibu/ owners: make sure the mechanic replacing Mirage maintenance for Mirage “Auto Dump” your motor uses all four clamps to secure most of his 20 plus years the new motor). The bottom line is that you in general aviation. He is a I probably receive more hotline calls licensed private pilot with concerning this pressurization malfunction can be sure that something has come loose, a multi-engine rating. than any other. Calls usually pick up at the preventing new air from entering the cabin in In 1998, Kevin formed his onset of warm weather, but of course the quantities sufficient to replace the old air still own business, Mead Aircraft problem can crop up any time. With “auto going overboard. If you are cold, no engine- Services, which he runs dump” the cabin depressurizes intermittently heated bleed air is entering the cabin. Luckily, from a small farm in Inman, in flight with no warning. You will feel this in your this problem is usually easy to solve when Kansas. He will continue you get down. Just ask yourself “What is last to provide support for the ears, and notice a high ascent rate indicated Malibu/Mirage fleet in on the cabin VSI and cabin altimeter. Another thing that was done to my airplane?” Look the U.S. and abroad. manifestation of this problem is a cabin there or in the vicinity for the culprit. If the last that will not always pressurize after takeoff. item replaced or worked on seems secure, look around it. Perhaps an adjacent hose was Both symptoms are indications of the same disconnected to facilitate removal of the part problem: a defective squat switch. With old and was never reconnected. Once you have age (6 years or so seems to be the magic found the loose item, most mechanics can number), a high resistance develops across reattach the culprit. If the mechanic seems the contacts of the switch. On occasion, and unsure, have them call me on the hotline. without warning, the relay is tripped causing the I have walked countless people through safety valve to open, which dumps the cabin. situations like this without any problems.

If either of the above happens to you, pull Low Pressure Differential the pressurization circuit breaker, which Along with a low pressure differential, you removes all power from the relay and vacuum might also see a cabin pressure higher than solenoid, allowing the safety valve to remain that selected by the controller, or have the cabin closed. Have no concerns about over- dump at higher than normal power settings. pressurization, because protection is present through both the outflow valve and the safety This problem can be sudden or gradual, valve even with the circuit breaker pulled. and is maddeningly difficult to diagnose. Incomplete pressurization is most likely To troubleshoot, make a number of flights caused by a leak in the cabin or bleed air loss. with the pressurization circuit breaker If sudden, assume something has been left pulled. If no auto dump occurs after several loose. Not completely off, but loose. As in the flights, the switch is likely the problem. previous paragraph, ask yourself what was To repair, install a new squat switch. Be last worked on and check there first. Because warned that this problem is commonly something may be loose but not hanging misdiagnosed as a controller or outflow off, these problems can be hard to find. Did valve problem. Also note that this problem you just get a new cabin door seal? I have is uncommon on the Malibu, which has a seen planes that have had the seal installed different wiring scheme. I rarely see squat backward, with the expected result. Investigate switch problems on the Meridian, but would any recently performed maintenance. not be surprised to see more as the fleet ages. In the case of a cabin pressurization Total and Sustained Loss of Pressurization problem that gets worse over time, Sometimes pulling the pressurization circuit assume that something has not yet breaker has no effect after the cabin dumps fallen off but is gradually getting loose. in flight or fails to pressurize after takeoff. In fact, nothing you do will make the cabin Whether the problem is sudden or gradual, pressurize. To make matters worse, the cabin the best way to find the demon is to have has suddenly gotten very cold. What’s going the cabin pressurized by someone with the on? The worst case is that something large, proper equipment. They should use a real such as an antenna, is missing from your pressurization cart (not a vacuum cleaner)

Fall 2004 46 M•MOPA to pressurize the cabin and look for leaks. on the lower instrument support under the co- the stall heat at a lower temperature on the Keep in mind that there may be more than pilots panel. These wires are light and break off ground than in flight. If the squat switch one leak, and that you may have to use easily. Repair the wires or replace the switch. is malfunctioning, no signal is available to an incremental approach to find them inform the stall heat unit that the airplane is all. Also, some planes may require more Pressure “Bumps” on terra firma. As a result, the unit heats to the much higher temperatures needed to heat frequent work to maintain a tight cabin. You can experience pressure bumps at take the vane in flight. Temperatures this high on off while the cabin rate of change indicator the ground will cause the vane to overheat, Noisy Cabin (VSI) shows a descent. This problem occurs leading to an additional $900.00 expenditure. If you receive complaints from your on Malibu airframes. The culprit again is When I see a plane with an overheated lift passengers about a whining sound, either the squat switch, which in the Malibu is a detector, I always check the squat switch, too, you have brought your kids along or the time different switch than that in the Mirage and and replace it if necessary to avoid the need has come to have the cabin pressurized and Meridian. When you start your engine, if the to replace the lift detector a second time. leaks repaired. The cabin door seal is the squat switch is operating normally, the cabin most common place for cabin leaks, with safety valve should open. As you leave the the storm window and emergency hatch ground the switch will close, allowing the Simple is Good seals next in line. These leaks can occur cabin to pressurize. A defective switch can Pressurization problems can be straightforward even on brand new airplanes. Fortunately, cause the safety valve to remain closed to diagnose and easy to fix, or multi-layered these leaks are relatively easy to repair on the ground. The outflow valve will still and time consuming to find and repair. Do not allow the “shot-gun” part replacement with silicone on old and new airframes be operating, but due to the sealed safety approach that seems to have come into alike. As with the previous problem, some valve, the cabin will pressurize noticeably. favor in the industry. Instead, always begin cabins will always be less tight than others As you apply takeoff power, air coming into troubleshooting by thinking about how the and may require frequent maintenance. the cabin can not escape through the sealed system works and looking for the simplest safety valve. You will feel this in your ears first solution first. Make sure everything is attached and then notice it on the cabin VSI, which Errant Cabin Altitude Warning Light and tight, have the cabin pressurized with Sometimes the cabin altitude warning light will indicate a descent. Replace the switch. proper equipment, and seal everything that will not illuminate at or above a 10,000 ft cabin leaks before you order that new controller. altitudes, as the system was designed to do. A serious side effect of this problem involves The most common cause is a broken wire at the lift detector. In addition to other duties, the altitude sense switch, which is mounted the squat switch is responsible for operating

Fall 2004 47 M•MOPA Fall 2004 48 M•MOPA CONTINUED FROM PAGE 14 TBM700 INSIGHTS

companion”. The companion could be a spouse, a son or wife (while talking on the radio) and help her if necessary under IFR daughter, brother, sister or just a partner. If we fly with the conditions. This may have proved too difficult from the right seat. We same person frequently, and that person is also a pilot, all are aware that there are no flight instruments on the right panel of we can be sucked into some dangerous traps. The best the Mooney. And while there are instruments on the right panel of the means of avoidance is to recognize them before they occur. TBM and Mirage, the primary navigational equipment is usually on the left with the autopilot and HSI or EFIS. Looking across the cockpit Several years ago, I addressed a group of Mooney pilots about the and interpreting the flight and navigational instruments without a crash of a Mooney in California that involved a husband and wife. lot of practice is difficult. From an angle, the instruments simply do While this is a Mooney and not a TBM 700 or Malibu, the situation not look the same as compared to a direct frontal view. Also, if the could occur with our aircraft too since we have many husband aircraft is in an unusual attitude, the degree of difficulty in interpreting and wife pilot teams in MMOPA. I will briefly describe the situation. the instruments increases radically from the right side. The husband should have been in the left seat for the takeoff and IFR departure. His wife could then fly VFR from the right seat once the conditions Husband and Wife were right. By the way, I want to be clear that in other cases, the wife The accident flight was a return home for the husband and wife, could be the more experienced pilot. That the husband was IFR rated who were both rated pilots. The weather was IFR (obscured, 500’ and the wife not is just the specific circumstances of this accident. OVC, 1 SM), so they filed IFR/VFR, with the intent of departing under instrument rules and when VFR on top, canceling the IFR portion of their clearance. The husband, who had an instrument Clearly the Boss rating, was sitting right seat and was non-flying. The wife was in We all should be careful if we fly with the same companion frequently. the left seat (flying) and did not have an IFR ticket. The husband Never assume. Always prepare. Never allow for any ambiguity about just barely met the recent flight experience for IFR. He had who is in charge. Do not allow friendship, familiarity or deference logged exactly 6 hours of actual and simulated instruments to someone to interfere with the clear need to define who is PIC. and 7 approaches in the previous 6 months. There was no evidence he was proficient from the right seat under IFR. The wife had last logged any instrument flight 7 years prior, during her private pilot flight training. Notably, she failed her first flight test for the private rating because she could not fly “solely by reference to the flight instruments” as is required. She could not fly straight and level, climb, descend or turn under the hood.

Currency and Conditions After departure, presumably with the wife flying, the aircraft appeared to lose control during a climbing turn in IMC. The plane showed some erratic maneuvers as noted by the Mode C return, and then crashed only six minutes and six miles after departure.

We can easily suppose that because the husband and wife had flown this trip and with each other many times before, each was complacent about the other’s skills and abilities. Another possibility is that the husband thought that he could monitor his

Fall 2004 49 M•MOPA Details Details by Brett Logan

obviously depend on the amount of flying full wet wash, or can be used as a spray on dry the aircraft does. At my company, we detail wash for small areas. Dend cleans, plus has a a whole fleet of corporate jets at least once a small amount of wax component that leaves month, with basic cleanings done every single the surface smooth. The product comes time the aircraft fly. With typical GA aircraft, in concentrate form, and should be diluted the schedule is significantly less intense. to a ratio of 10 parts water to 1 part Dend.

DIY Brett Logan is the team leader De-Ice Boots Many owners want to do their own detailing, for aircraft detailing at Northern Only use wax that is specifically earmarked for and I applaud their efforts, as long as the Air, Inc., which was established aircraft de-ice boots! Because BF Goodrich is correct products and processes are used. at GRR in 1943, and is now I have heard of too many pilots using floor a major supplier of aviation de-ice boots, we the largest FBO on the field. wax on de-ice boots, or general window choose to use their cosmetic products. If you Northern Air is also one of the cleaner on all painted surfaces. If an owner notice that your boots are generally looking nation’s largest and oldest Piper does not have time to research the correct dull, simply spray them with water and wipe dealers (1946). The company products and use the proper methods, he them down with a towel. This should remove offers aircraft detailing services, should find and employ a trusted aircraft the bugs and dirt. Then saturate a soft cloth parts sales, maintenance, line detailer. For those willing to take the time to wipe with Goodrich Shinemaster, and wipe it services, aircraft sales, and do the job right, here are some tips on how on the boot in one continuous motion from aircraft management services. to maintain your airplane between detailings. one end to the other. This will ensure no wax lines from stopping and restarting. You may Windows choose to also apply Goodrich Agemaster The key with exterior windows is first to flush and Goodrich Icex, depending on the season them well with water. This will remove all the of the year and the condition of your boots. loose grit that will scratch the windows if you just spray cleaner on and rub the grit around. Carpet Have a spray bottle of water handy to flush Carpet should be vacuumed frequently to the windows; after spraying, rub your fingers minimize the chance that dirt, food and other lightly over the surface to dislodge any bits of dirt. After this, you may then spray on a cleaner debris will become further embedded. If and rub the windows in the direction of airflow. stains appear, generally a damp towel dabbed on the area will at least lighten up the spot Two products we like to use for this are Prist considerably. But do not rub the spot, as this (cleaner made specifically for aircraft acrylic, will further embed the stain. A professional plastic, and glass) and Sontara window detailer should have a carpet cleaning wipes. When cleaning interior windows, and extracting system that can remove the make sure to hold the spray bottle of cleaner spot if your efforts prove unsatisfactory. down by the floor. Spray directly into the window wipes, not on the window. If you try These tips are designed to help you keep to spray the window directly, the cleaner can your plane looking great. Obviously, they drip on and discolor the sidewalls or seats. barely scratch the surface (editors note: cute pun) in relation to what is accomplished Exterior Painted Surfaces during a full detail. However, by following Most aircraft owners understand the value of Owners are always in search of the next these suggestions you will be able to keeping their planes looking great. A high greatest cleaner for painted surfaces. Some properly maintain and protect the appearance performance single is an important investment, wonderful products are available, but the of your aircraft between detail events. and requires, like any big purchase, a one most frequently overlooked is as close commitment to protect the value of the asset. as the nearest faucet: water. If an aircraft If you ever have any comments or is kept on a regular detailing schedule, questions about your aircraft’s appearance, the painted surfaces should sport a nice Fit and Finish or would like to discuss having your layer of wax. Water will do a great job of In addition to the obvious need to keep an aircraft detailed, by us or any other shop, loosening fresh bugs and grime, so that please do not hesitate to contact me. aircraft mechanically fit, the appearance you can simply wipe off the surface with of the plane is also important for retaining a terry-cloth towel. Once again, keep a future value. For this reason, owners may spray bottle of water handy for those times Brett Logan want to consider placing the plane on a when you need to do a quick spruce-up. Team Leader- Aircraft Detail regularly scheduled detail program, in much Northern Air, The Company Jet, and the same way that maintenance is regularly If you have chosen not keep your aircraft Northern Jet Management done. In addition, between major detailing regularly detailed, or if you run into a situation Gerald R. Ford International Airport (GRR) events, some basic cleaning items can be where the bugs and grease are particularly Mobile: 616.540.8724 handled by the aircraft owner. The amount heavy, then I would recommend using a Office: 616.336.4731 of time between major detailing events will product called Dend. This can be used for a Fax: 616.949.0732

Fall 2004 50 M•MOPA Fall 2004 51 M•MOPA Notes From M•MOPA Headquarters by Russ Caauwe

New Members Ronald Fletcher Dan Rawitch N582MB N92939 Washington D.C. Santa Clarita, CA Russ Caauwe Ron holds a Commercial License with an Dan has over 750 hours, holding an Executive Director Instrument rating. He has a Mirage. Instrument rating, and has a Mirage. He is Executive Vice President of WMC Mortgage. Russ has been crazy about airplanes all of his life. He Thomas Gee obtained his license in Norfolk, N4121K Charles Fulton Nebraska, at the age of 17. Englewood, CO N91732Z Entering the Air Force at 19, Prescott, AZ Russ served two years as an Thomas owns McCoy Sales Corp. He has a airborne radar mechanic. In Mirage and has over 540 hours. He holds SEL Charles is self employed. He has over 4500 1950, he was accepted for pilot and Instrument ratings. hours and holds a Commercial license with training, and after graduation, was commissioned as a 2nd Lt. SEL and Instrument ratings. and pilot. Russ served in the 82nd Fighter Squadron, flying Charles Cook F-94’s and F-89’s, in Iceland, Ham Lake, MN Joshua Beadle where he met his wife Bjorg (Bea). N777FX Charles is a Land Developer. His company is San Diego, CA After completing his tour with the Continental Development Corporation. He 76th Fighter Squadron in Presque Isle, Maine, Russ pursued various holds Airplane, SEL, MEL, Instrument, Sea and Joshua owns FX Luminaire. He has over business interests, including life Rotorcraft-Helicopter ratings. He has over 750 hours and holds a Private license and is as a Customer Engineer for IBM; 1650 hours. instrument rated. later as President of his own data processing company; and finally, as a corporate pilot, from which Chuck Maggelet John T. Kihm he retired in 1997, having enjoyed N775RD N92811 over 3,500 hours flying a 1984 Malibu, and a 1989 Mirage. Salt Lake City, UT Durham, NC Chuck has a Mirage and has over 800 hours. John owns Regional Medical Associates, PLLC. He holds a Private license with an Instrument He has over 950 hours and owns a Mirage. rating. He holds a Private license with MEL SEL and Instrument ratings.

Randy Smith N711HC Scott Hisle Walnut Creek, CA N14GV Winchester, KY Randy has a Meridian. He has over 5000 hours and holds a Commercial license with MEL and Scott has a new Meridian. He is CFO of The Instrument ratings. He says he is “a recovering Freeman Corp. homebuilder”.

14th Annual Convention Robert Gontarek October 6-9, 2004 Whit Slagsvol Plano, TX Palm Springs, California. N723KR Hopkins, SC Robert has over 1050 hours and holds ASEL and Instrument ratings. Whit has a Mirage. He has over 1000 hours NOTICE and holds an Instrument rating. For any questions regarding next year’s M•MOPA convention, please call:

Bill Alberts Convention Coordinator tel: (843) 785-9358 fax: (843) 785-7567

Fall 2004 52 M•MOPA Notes From M•MOPA Headquarters

Keith Carbine Edwin Sisam Dennis Polito Thousand Oaks, CA Edina, MN N9095K Belmont, CA Keith has over 2900 hours. He holds ATP MEL Edwin is an Attorney. He has over 3300 hours COMM and SEL ratings. and holds MEL and Instrument ratings. Dennis holds ATP ASEL and AMEL ratings. He has over 2900 hours and owns a Malibu.

Donn Lipton Joseph Wyatt Kenneth Rice N226DL Mesquite, TX N325MR St Louis, MO Lubbock, TX Joseph is a Physician. He has over 1300 hours Donn holds a Commercial license and ratings and holds a Private license with Instrument Kenneth is a Physician and has a Mirage. He of SEL, Glider and Hot Air Baloon. and Multi ratings. has over 780 hours, and holds a Private license He has over 2000 hours and has a Meridian. with Instrument and MEL ratings.

Richard Ryan Ben Stevens Roseville, CA Charles Schoenberger N400TW N30983 Huntsville, AL Richard holds a Commercial license and has an Alamo, CA MEL rating. He has over 4000 hours. Ben holds an ATP rating. He has over 4500 Charles has a new Meridian. He holds a Private hours and he has a Mirage. license with an Instrument rating and has over Ron Wallace 550 hours. El Paso, TX Dudley Frank N4386N Ron is an Auto Dealer. He has Mission Rich Pickett Santa Ana, CA Chevrolet in El Paso. He has over 1100 hours San Diego, CA and holds SEL MEL and Instrument ratings. He Dudley has a Mirage. He has over 8800 holds a Commercial license. Rich has over 5600 hours and holds the hours and holds Intrument, Multi, Glider and following ratings: ATP CFII SMEL Commercial- Rotorcraft Ratings. He is a Realtor. Glider AIGI.

Fall 2004 53 M•MOPA Fall 2004 54 M•MOPA Fall 2004 55 M•MOPA Fall 2004 56 M•MOPA Fall 2004 57 M•MOPA M•MOPA Classifieds

FLORIDA Spruce Creek Fly-In 1995 Socata TBM700A America’s Premier #1 Fly-In and Country S/N 107 w/2000 hrs. TTSN. Equipped with Club Gated Community with it’s own Airport. 2-tube EFIS, KMD-80 Multi-function display 4,000' paved lighted, east/west runway, paved with enhanced ground proximity warning taxiways, fuel. Featuring hangar homes, golf equipment, BFG Skywatch, WX-1000 storm- course homes, nature homes, and condo- scope, and King KLN-90B GPS. The paint and miniums. 15 minutes from Daytona Beach interior were completed in 2002 and the International Airport and the Atlantic aircraft has no damage history. The annual Ocean. Contact Spruce Creek Fly-In Realty inspection was complied with April 2004. for information on all properties and prices, Aircraft is located in Sanford, Florida. Asking new or resale. Website: www.fly-in.com price has been reduced from $1,850,000 to $1,695,000. Visit our website www.caijets. Lenny Ohlsson, Broker com to view specs and pictures. “0” since hot 800-932-4437 or Evening 386-761-8804 section, SB-14261 complied April 2004. J.P. Hanley, Corporate AirSearch Int’l GPS Manuals 954-491-0225 or email [email protected] The popular Garmin GPSmap 196 Handheld has been added to our inventory of Pilot Special Purchase Composite Friendly manuals. It joins the GPS MAP 295, 3-bladed Mirage Propellers GNS 430, GNS 530, Bendix/King’s KLN89B/ Hartzell is offering factory overhauled KLN94, KLN 90B and KLN 900. These task-ori- 3-blade composite propellers for a special ented manuals lead you step-by-step through price of $13,500 ... an $8,400 savings off of all the operations. A valuable aid in the cockpit the $21,900 list price. These used composite for seldom-used operations. IFR models 3-bladed Mirage propellers were removed $39.95. Hand helds $34.95. Add $6.00 for S & H. from aircraft converted by JetProp LLC to their Other than U.S. add $6.00 more. ZD Publishing, new DLX This special Top Prop kit includes the Inc., PO Box 3487, Wichita, KS 67201. 888-310- 0 TSO propeller, new de-ice kit, used spinner, 3134. www.zdpublishing.com STC paperwork and a 1 year/1000 hour warranty. Availability is on a first come, first Full-Motion PA-46 Simulator served basis. Call 800-942-7767 or email Insurance Approved Initial/Recurrent Training. [email protected]. Emphasis on instrument proficiency. GPS and risk management. Experienced Malibu 1992 Socata TBM700A instructors. Train in your plane, our sim or 1992 Socata TBM 700A, S/N 53. Only 1580 TTSN combination. Contact MMOPA member: with 136 hours since hot section inspection by Arlynn McMahon or Charlie Monette. Pratt & Whitney. Excellent equipment including 2-tube EFS-40 EFIS, Garmin GNS-530 GPS, BFG Aero-Tech, Inc., Lexington, KY Skywatch, WX-1000+ stormscope, Bendix RDR- 800-923-7762 or visit www.aerotech.net 81 Radar, and Freon Air. The exterior was repainted in August of 2001 2002 Socata TBM700B and shows like new. Please visit our website S/N 234 with 211 hrs total time since new. at www.caijets.com or contact J.P. Hanley Like new in and Out! Equipped with the the pre-owned TBM 700 specialist at desired optional pilot access door ($50,000) Corporate AirSearch (954) 491-0225 or and is fully loaded including dual GNS-530’s, email [email protected]. KMD-850 MFD with EPWS, Nexrad Radar, BF Skywatch TCAD, and radar. Warranty valid through July 2004. Why spend hundreds of thousands more on a new aircraft when you can buy S/N 234 for $2,295,000? Visit our website at www.caijets.com to view specs and pictures.

J.P. Hanley, Corporate AirSearch Int’l 954-491-0225 or email [email protected]

Fall 2004 58 M•MOPA Fall 2004 59 M•MOPA Fall 2004 60 M•MOPA Fall 2004 61 M•MOPA Training Update ...

The following facilities offer initial and/or recurrent training for the Malibu•Mirage. This list does not constitute an endorsement of any of the trainers listed below.

Aero-Tech Recurrent Training Lester Kyle’s Aircraft Training Lexington, Kentucky Vero Beach, Florida 1-800-923-7762 (772) 562-5438 Initial & Recurrent Training Aircraft Training Services, LLC. Shawnee, Kansas Mariani Aviation Services (913) 441-7820 Vero Beach, Florida Initial & Refresher Courses (772) 567-8666 or (772) 713-4368 Initial & Refresher Training with Aviation Training Management John Mariani at any location Vero Beach, Florida (772) 778-7815 Roger Aviation Company Initial & Refresher by Appointment Eden Prairie, Minnesota 1-888-943-2837 Eclipse International, Inc. St.Petersburg, Florida Initial & Recurrent Training (727) 822-1611 SimCom Training Centers Initial & Refresher with Mary Bryant at Vero Beach, Florida St. Petersburg or Customer’s Location 1-800-272-0211

FlightSafety International Initial & Refresher by Appointment Lakeland, Florida 1-800-726-5037 Initial & Recurrent Training

Events Calendar ...

14th Annual Convention October 6-9, 2004 Palm Springs, California

Helpline ... 620-728-8634