popa Pilatus Owners & Pilots Association

Fall 2007 Volume 10, Number 4

Page 29 Page 31 Page 26 Page 3 Page 5 Page 6 Page 9 Page 36 Page 42 Page 30 Page 16 Page 20 Page 24 Page 28 Page 39 Page 40 Page 14

By Lou Meiners By Tom Goonen By Ted Otto By Piotr “Pete” Wolak Lance Toland Epps Aviation By Paul K. Sanchez By Jeff Rhodes By AirJourney - Thierry Pouille By Peter Duncan By Mark Smith By James Carter By John Morris By Michael Grimme’ SkyTech, Inc. Depreciation...Calculating Entertainment Disallowance Simulators for Real Life Training Simcom Q & A Pilatus Regional Operators Conference Ask Lance Toland Pat Epps Awarded Doswell Award Climbing A Higher To Pinnacle Of Airmanship Aviation Insurance Matters Padova: The Venice Gateway To Load Up! One Cool Guy Labor Day’s “Duval Crawl” Letter from the POPA Board Welcome New Board Members Caution - Turbulence Wake Nine Caribbean Islands...In 9 Days Make Sure All Eyes Are OnWhen You Fly You In This Issue... *Cover Photo & byBuhler Venzin

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th www. – Perhaps one of Continued on Page 4) ( – This broad priority – The 2008 Convention – Every Pilatus undergoes undergoes Pilatus Every – ). It was determined that we will we that determined was It ). m – Simcom has been very responsive to at the beautiful Hammock Beach Resort ( st will be held in Palm Coast, Florida, on May 29 31 hammockbeach.co have two tracks of sessions, a golf outing and a great time. Mark your calendars! “bang for the buck” from their service experiences is another important priority for POPA. Training requests POPA to upgrade and enhance the training experience. You can look for improvements in both Arizona training facilities. the Florida and POPA and Pilatus Relationship board the during made comments significant most the meeting came from Piotr (Pete) Wolak of PilBAL. He stated that Pilatus North America board Switzerland, to “... represent look to the POPA and PilBAL ALL PC-12 owners. When we hear from community in the an organized and user unified way we can goal our in us helps really It effectively. more perform to provide the best turboprop aircraft and service in the world.” the best 2008 Annual Convention one of the top priorities. of Safety, course, has many aspects. How well trained and capable is the pilot? Is the mission well-planned? How exacting has the work been for maintenance and inspections? good How are the avionics and flight systemsHow working? safe is the airplane real-world in in-flight situations that general? other owners What and about pilots have coped with successfully? Is this a “don’t go” situation? The Board POPA has accomplished a many and goal this address to projects of variety wide being planned. further initiatives are Enjoyment of Your PC-12 and owners all for experience use actual the addresses destinations, unique include these of Some passengers. travel planning, articles about fun trips, meeting new owners, unusual cargo, passenger comfort and like. the Operations Cost-Effective inspections and Nobody wants an unsafe repair/ airplane and nobody wants maintenance Helping Pilatus to owners waste get money. the most activities. 1. 2. 3. 2. 3. Current Board Projects Board Projects Current We have included here an overview of many of the projects that have been undertaken As by you the can Board of POPA. a Carter), (Ty President great a with board working a is this see, Mason), (Laura Director Executive effective and hard-working and an President, energetic Vice (Bob All MacLean). of these were topics of the meeting and will be reported on at greater length over the coming months.

The board believes that assisting owners to owners assisting that believes board The

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Safety appropriately is operations possible safest the achieve Peter Duncan - PilBAL - Chief Pilot Peter Duncan - PilBAL Chris McKenna – Honeywell Manager/Pilatus Senior Program AZ - Tucson, Laura Mason - Executive Director Mike Fitzgerald - SkyTech, Inc. - Vice President President Inc. - Vice Mike Fitzgerald - SkyTech, (Advisory Board) Marketing President Vice PilBAL - Haenggi Mike (Advisory Board) President Vice - PilBAL Pete Wolak Customer Service (Advisory Board) Pete Welles - S/N #267 - Baltimore, MD - S/N #267 - Baltimore, Pete Welles Member New Board Hill, CA Lowell Sando - S/N #668 - Morgan Member New Board TX Austin, Phil Rosenbaum - S/N #298 - (Advisory Board) Ty Carter - S/N #370 - Atlanta, GA Atlanta, Carter - S/N #370 - Ty Member since 2003 - Board President CA Atherton, Bob MacLean - S/N #576 - Member since 2005 - Board President Vice Doug Bradley - S/N #192 - Salina, KS Member since 2003 Board

1. • • • • • • • • • • • • Letter from The POPA Board... In general, the board sets priorities initiates and then projects approves or or programs within the our priorities are: Basically, priority schema. Pete Welles and Lowell Sando, both owner/pilots. Welles Pete Priorities extraordinary efforts organization of have the already POPA the to addition In owners. PC-12 to benefits many in resulted regular business, the board welcomed two new members: was that POPA is clearly a valuable organization and indeed, is clearly a valuable organization was that POPA it is the only organization that can bridge the owners, gaps among pilots, maintenance, vendors and PilBAL. The General Business The meeting was very well attended. The general consensus Attendees were very We pleased to have the following attendees at the Broomfield, CO: last board meeting in let us know your reactions to it. Your help will make the next next the make will help Your it. to reactions your know us let one even better. major projects and tounderway, finally, explainsome of the longer term initiatives being considered or analyzed at this This letter is the firsttime. of its kind from the Board. Please This is the first of following the the Board POPA quarterlymeetings. Our lettersobjective in this youletter is to receive will let you know who participated in the meeting, to the of some summarize to items, priority Board’s the describe . – There There – has been – We need to do this do to need We – – The Bylaws of the POPA continue to participate as will hear advisory much more about board this topic in members. the coming It You weeks. was unanimously agreed new board member applications will with be the solicited proviso shortly, that board members will be assigned specific priority areas which will then result in projects related to the priority. considered. All Please understand board that positions POPA are applications will be volunteer “working” positions. Feel free to contact any of the Board Members or Laura via the website, or through their contact information listed in the newsletter. thank you for your time…and hope to hear from you We Long-Term Programs Long-Term (Pilatus Pilot Program) Proficiency PPPP significant owner interest in “high-end” proficiencyprograms similar to the very Programs popular (BPPP). Beechcraft Bob Pilot authorized board The program. this MacLean moving into research considerable approved Proficiency and this and into look to others continue to MacLean have Bob done from Peter Duncan at PilBAL. forward with assistance POPA Into Members 135 Part Bringing to get broader participation, new insights and more members. operators; 135 Part few very has Membership POPA Currently, we would like to bring them into the organization and try to needs with regard to operational issues. help them meet their Expanding the POPA Board organization allow for up to 8 Current, terms. 2-year consecutive (3) three active for are limits term board members. The existing members, Carter, Dick Ty Wikert and Doug Bradley are all at the term limit for service. During the meeting, the board voted unanimously to extend tenure Ty’s as President for another year. The other board members all agreed to We – – There have been two very two been have There – “POPA...The Voice of the Pilatus Community!” – The POPA website has been updated and updated been has website POPA The – interfaces so the EFIS 40/50 units will work the with Garmin 430/530 GPS units. Unfortunately, he was not able to give any better delivery dates than 3Q2008 which was already published. for new PC-12s. We also discussed a generous much more upgrade enhanced program This 610. KDR satellite XM the to receiver from the KDR offering was 510 the direct result of discussions among Honeywell, Pilatus and Look for POPA the updated board announcement shortly. Chris members. WAAS also reconfirmed the commitment to provide were pleased that Honeywell was charge in Manager, Program Senior McKenna, Chris represented by of the relationship between and PilBAL Honeywell. Chris described some of the Honeywell forward as regards thinking the new Apex Glass of Cockpit appreciative of the support given by Western Aircraft. Western by given support the of appreciative We believe that an outreach to Part 135 operators will be able to There increase will be at attendance least one such significantly. conference in 2008 and suggestions are solicited for ways to make these events even more useful. Working with PilBAL and Key Vendors for professional help communication to vehicle make members. more this valuable important Conferences Operator’s for all at recent most The Conferences. Operator successful The received. well very was July in Aircraft Western Board and Pilatus, through Pete Wolak were very Web Site Web enhanced through the hard work of Laura Mason. Please log on and give it a whirl. Suggestions and comments from POPA The members Board are has welcome. authorized additional spending 6. 5. 4. (Continued from Page 3)

  arried for 42 years grandsons. Now spending time with between our Maryland two daughters and three ave over 4000 hours total flight time. Soloed in 1963 in an aeronca champ without radios out of converted cow een a board member of the National Aquarium in Baltimore in Aquarium National the of member board a een for ten years, and Chairman of the Aquarium National in ntered the investment profession in 1969 and worked for (Fidelity, companies fund mutual three with years thirteen a Mooney, a Malibu and most recently, PC-12 #267, which was purchased in 2000 with tail in hours 500 over and gliders approximately in hours 200 over Have each. 1,000 hours in wheels aircraft, predominantly as a glider tow pilot with over 1,000 aero tows for the Have Mid-Atlantic had a long term focus Soaring on aviation safety and Association. completed last year. XX Wings B DC for the past four years. M residence and home in Carbondale, CO which is delightfully close to our daughters and grandchildren. mountain biker and scuba diver. Active road and Pete Welles Pete 1963 University Yale Mathematics, BA USMC 1963-1966 1969 MBA, Harvard University E Rowe Price) primarily as a technology T. Alliance Capital and small in investing partnership year ten a starting before analyst private and public growth investing Sondra, companies. wife, my with company advisory investment In 1992, started an in small public growth companies primarily in the health care and electronics industries focusing on a successful cash flow analysis technique. H owned successively has years, 21 past the Over airfield. pasture

y flying adventures started with a Piper Traumahawk in Traumahawk Piper a with started adventures flying y Bonanza a by followed 182 Cessna great a Bought 1995.

aught school for two years in Fullerton, CA. First computer First CA. Fullerton, in years two for school aught programming job was in 1962 at Investor’s Diversified

am now “retired” and enjoying participation in some high- some in participation enjoying and “retired” now am tech startups, more time with grandkids (13) and a little Welcome New POPA Board Members! B36TC in 2000 whereupon I acquired my instrument rating. I instrument my acquired I whereupon 2000 in B36TC and the Bonanza (now status) relegated is hangared mostly in South to County of Santa chase Clara (E16). plane purchased Pilatus SN668 and took delivery 2005. N212PK now in has almost December 400 hours. We fly single it pilot some of the time, but mostly my pro-pilot and I switch seats every leg. N212PK is hangared in (KSNS) Salinas, CA M business interests. By the way, will be happy Pilatus golfers who might like to stay and play at CordeValle to host any (web site is cordevalle.com). Valley here south of Silicon I Oklahoma, to frequently Travel course. golf the on time more Missouri, Minnesota, Colorado to see kids, grandkids and products on a daily basis. the largest, most advanced data centers in the world most advanced data centers in the world used our the largest, Founded Diversified Software (DSSI) in 1978. DSSI was (one was DSSI 1978. in (DSSI) Software Diversified Founded company software private successful most the perhaps) and of with existence years 28 its of years 26 for Profitable history. in year over year growth in every year except one, DSSI was in the top 50 fastest growing private companies in for Valley 6 Silicon straight years. By the time we sold it, 1,000 of at JPL in Pasadena in 1966. Then, VP Software Development Software VP Then, 1966. in Pasadena in JPL at for a computer company in MPLS called COMTEN in 1969. (IDS in MPLS). Grew fond of acronyms and abstractions. First programming project manager job was with UNIVAC Hamline University, St. Paul, MN Hamline University, 1960 Bachelor Mathematics T Lowell Sando Lowell http://www.faa. Author’s Note: It Author’s (Continued on Page 7) Advisory Circulars, for reference. Advisory Circulars, / is also believed that the IFR weather conditions contribute to down of the vortex effect. the break Now, some information from the current AC FAA 90-23F - Aircraft Turbulence. Everyone Wake should be familiar with the current Advisory Circular, available at gov/regulations_policies pilot for avoiding vortex encounters is for the trailing aircraft the of path flight the of that above or to equal altitudes at fly to preceding aircraft. on However, many occasions (particularly near the ground), the vortices may persist altitude at or the even generated rise to a slightly higher altitude because atmospheric conditions. If the of vortices reach the ground, they typically move outward from the aircraft at a speed of about 2 to 3 knots in calm-wind conditions. However, if there is an ambient wind, then the net movement of the vortices is no-wind motion. sum of the ambient wind velocity and the the vortex- probable that indicates accidents aviation of analysis An all of percentage small relatively a constitute accidents related has problem safety vortex the that and accidents aircraft single been largely confined to general aviation aircraft (including business jets) operating under VFR conditions. In addition, the most frequent cause of vortex-related accidents involves an aircraft landing vortex of free virtually been has condition behind takeoff the runway; another aircraft on accidents. Perhaps the the most important observation is same that no FAA full when happened have conditions IFR under accidents separations were provided between aircraft. Prime for reasons the extremely small increasing the and standards accident separation IFR the are encounters rate operational of part due the on to problem vortex wake wake-vortex the of awareness VFR personnel and for IFR both conditions. 1996, As a result of these the (Note: B-757 the of in-trail regarding standards separation tests the FAA established new of 125 KIAS). an approach speed B-757 has From 4 to 5 NMI for The small also FAA aircraft re-categorized the in weight of trail small of aircraft to the <41,000 lbs. B-757. Current FAA standards for aircraft conditions. separation during IFR has airport when NMI 3 to increased separation 2.5-nmi Note: time. >50 sec runway occupancy THE GREATEST VORTEX WHEN STRENGTH THE GENERATING OCCURS AIRCRAFT CLEAN SLOW. IS HEAVY behind time with downward drifts vortices of pair a general, In the generating aircraft, and the strategy recommended to the (1). Wake Vortex Hazard Vortex Wake 3 NMI for others 5 NMI for non-heavy (<300,000 lbs.) trailing heavy (≥ 300,000 lbs.)   CAUTION: Wake Turbulence several aircraft accidents (all VFR) resultant recommendations, and to the regarding FAA separation the NTSB made standards. 1994, The FAA makes some of the recommended changes while also initiating tests of the B-757, B-767 and B-747. 1976, the separation standards were increased to 6 NMI for <12,500 lbs. aircraft in trail of heavy aircraft. Studies were conducted during the 1980’s as a result of Before 1970, due to radar limitations and airport operations wake vortex separation standards had not been developed. From 1970 to 1976 the established separation standards were the following: back to school (so to speak). studies of compiled document a from information some First, conducted by the NASA-Langley Concept to Reality; section titled Research Center, titled an additional 500’. We continued inbound with the additional We an additional 500’. point landing the observing while path approach the on height of the 767. the practiced had we like Sounds happened? heck the what So went I so happened, what know don’t I yes? procedures, right ILS for the approach). At about 10 miles to landing and the 767 already below our flight path on descent to landing, we felt a slight “air” ripple the or I than time less took that right to roll 60° a by followed pilot could say the most recorded in word’s aviation, “Oh S! *!”. We immediately recovered to wings level and climbed for the visual approach. We maintained an approximate 5-mile 5-mile approximate an maintained We approach. visual the for separation with the freighter (clean configured, 150 KIAS) , (2600’ B-767 the with level path flight our keeping also while MSL). Even though it was a visual approach we guidance path set flight turbulence wake for (and up practice for ILS the relative to the 767 since generally the jets will always use the gusting to 23 knots. gusting to 23 knots. B-767 a by overhead, arrival), the (on overtaken been had We freighter earlier and were maintaining visual contact with the After freighter. confirming (to approach control) visual with the 767, we were asked to follow the freighter and issued the “caution: wake turbulence from the “heavy” jet” and cleared This was the phrase issued while inbound to land at Boeing Field (BFI) while on a transition training flight. It was early August, late afternoon and the weather was clear, low 70’s (hey-it’s Seattle), with winds down runway 31L at 12 knots

  website at (Continued on Page 8) sit our 678-867-6717 BRIGHT, CRISP LCD MONITORS IN ANY ANY IN LCD MONITORS CRISP BRIGHT, Traffic information, Traffic an aircraft, and Instructions to follow visual approach clearance. The acceptance of a CONFIGURATION - FROM $1,250 PLUS INSTALLATION CONFIGURATION    or call or paragraph from the NASA study I believe needs to be read: study I believe needs to be paragraph from the NASA minimal roll induced and effective usually is “Counter-control in cases where the wingspan and ailerons of the encountering aircraft extend beyond the rotational flow field of the vortex. PILOT RESPONSIBILITY PILOT Pilots are (ATC) reminded control that traffic air in from operations instructions of conducted acceptance behind aircraft, all pilot the that acknowledgment an is situations following the in will ensure safe takeoff and landing intervals, and accepts the wake turbulence separation. responsibility for providing we that appears it turbulence, wake re-investigating after so Ok, did nothing incorrect (other than maybe staying higher on the scenario storm” “perfect a encountered we believe I path). level where the contributed winds, to directly the down the runway, vortex sustaining its height until we “found it”. The advisory descent actual the to prior flight level address not does circular to landing phase so this is uncharted territory. So how does operating the PC12 play into this? Here is a WHETHER

www.FlightDisplay.com

Flight Display Systems for cabin cabin for Systems Display Flight More Pilatus PC-12 owners choose owners PC-12 Pilatus More entertainment than any other company. other any than entertainment For a full product catalog and complete list pricing, vi catalog a full product For FAA/PMA APPROVED MOVING MAP GIVES YOUR YOUR GIVES MAP MOVING APPROVED FAA/PMA PASSENGERS PERTINENT FLIGHT INFORMATION - $6,562 - INFORMATION FLIGHT PERTINENT PASSENGERS (Continued From Page 6) distance and aircraft groundspeed. When any doubt exists about maintaining distances safe between separation aircraft to avoid wake turbulence, pilots should ask the control tower for updates on separation PATH PATH AS NECESSARY TO ENCOUNTERS. WAKE PRECLUDE SERIOUS OR NOT A WARNING OR INFORMATION HAS BEEN BEEN HAS INFORMATION OR WARNING A NOT OR GIVEN, HOWEVER, THE PILOT IS EXPECTED TO ADJUST AIRCRAFT OPERATIONS AND FLIGHT wake turbulence, the airport traffic controllers generally do not provide additional information to the following aircraft unless the airport trafficaircraft controllers is know overtaking the preceding the following aircraft. from a larger aircraft, the position, altitude and direction of flight of larger aircraft followed by the phrase “CAUTION – WAKE TURBULENCE.” After issuing the caution for avoidance. The avoidance. controllers will also provide VFR to aircraft, tower’s the in which and communication in are they who with opinion may be adversely affected by wake turbulence procedures procedures for separating IFR aircraft. If a pilot clearance accepts a to visually follow a preceding aircraft, accepts the pilot responsibility for separation and wake turbulence VORTEX AVOIDANCE PROCEDURES AVOIDANCE VORTEX Under certain conditions, airport traffic controllers apply ohn Morris

(1) Concept to Reality: Contributions of the NASA Langley NASA (1) Concept to Reality: Contributions of the Aircraft of the 1990s By Joseph R. Research Center to U.S. Civil Chambers Keep in mind that if we are following runway a will accommodate heavy our faster jet landing speed that and later the touchdown since we should be beyond the point. jets touchdown Hopefully we will never about, encounter these kinds reading of events recommend (the also would I finally, But is). that roll, talking to or taking a a necessarily course not is action resultant the on instances some in since upset recovery techniques happened. reverse of what just (and re-learning)!! Safe Pilot is one who is always learning A J ACFT Services, LLC www.acftservices.com 407-721-7442 approach speeds. using the autopilot during not) the since if an upset occurs approach this may delay your response. phase I (we consider were the approach phase to be when you first talk to the approach controller. I would also maintain a higher altitude (as is requested in the Advisory Circular) during level descent and to landing and a higher max) so that due roll to response our will usual be low better, approach speed (flaps 15 following type, visual approach with the wake vortex caution. caution. vortex wake the with approach visual type, following following aircraft to caution the issue controllers heard have I the PC12! Just be aware! Of course this relates to VFR conditions, but if encountering the aircraft conditions that we did, I would recommend not the high performance type, must be especially alert to vortex of respect the requires aircraft larger of wake The encounters. all pilots” altitude, low time, flight aerobatic free some like you unless So this is how I would recommend operating the similar PC12 conditions. Also, under don’t be discouraged to accept the CAUTION: Wake Turbulence (Continued...)It is more difficult for aircraft with shortwingspans (relative to the vortex generating aircraft) to counter the imposed roll induced by vortex Pilots flow. of short-span aircraft, even of (Continued from Page 7)   (Continued on Page 10) e departed airport (FXE). Our first stop was Vieques, the world. To meet our set goals, and timeframe, we Thierry asked to put together a custom unescorted journey, just for us. I have a lot of international flying experienceso I was not suggested Thierry unescorted. trip this taking about concerned very a For “mission”. our accomplish best would islands which modest fee, the Air Journey team put the whole trip together interest of points restaurants, hotels, handlers, including us for and everything we would need from a routing, navigation and available weather updated had even They standpoint. paperwork very in came This website. their on route planned our for us for as handy, international weather can be a challenge to find on- line. Air Journey was also available to us 24/7 for any issues that arise might during our trip. W from L a u d e Fort r d a lE e x e c u t i v e

m www.airjourney.co

Jupiter, Jupiter, Florida based Air Journey o make our planning easier, I called Thierry Pouille at daughters (while they were home from college) and go ob and I decided we would take our dads and our oldest explore the Caribbean islands with friends and family ne of my goals with my Pilatus has always been to T for assistance with our trip. Thierry own Air Journey and and typically arrange his group escorted tours wife Sophie for several planes at a time to various destinations around father, Bob and also his daughter, Shannon. Bob and also his daughter, father, we could in this timeframe. Since we live in Fort Lauderdale, Fort in live we Since timeframe. this in could we Florida, our focus was not to sit on the beach in the different islands. (Been there, done that!) Bob would be taking his on a “Taste of the Caribbean” tour. We were limited days, to and 9 our goal was to see as many different cultures as in years, and a friend of mine, Bob Kelley, constantly saying saying constantly Kelley, Bob mine, of friend a and years, in it happen in late May. finally made We just do it!” “Let’s B With my With oldest Ashley daughter now in college and starting on getting pilot) private (a Donald father my nest, the leave to In 9 Days! In 9 O Nine Caribbean Islands Caribbean Nine rom we flew to Canouan, Nevis was chartering a large captained catamaran for snorkeling go to day the in the Tobago swimming Cays, with sea huge turtles and enjoying a lobster lunch on the water. The older dads opted to play the golf at Raffles Resortwe but instead, Canouan in did manage to get the “Grandpas” on bikes later in the day. water F (Continued on Page 11) (TKPN). We took a taxi fter lunch, we flew to St Martin (Grand which Case) (TFFG) is on the French side of St. Martin and checked in to the charming Hotel Esplanade. The next morning, enjoyed we a 15-mnute flight to the jet set French island ofBarths St. via St. Barth Commuter. I was in the co-pilot seat, so I could see how they managed to land their Islanders on the very short need runway a there. You special permit to land at end, one at water with 2,130’ is It reason. good Barths…for St. and a small mountain at the other end. favorite resort of our group for the entire trip was the Montpelier the was trip entire the for group our of resort favorite Plantation Resort. It is an old sugar plantation that has been of view spectacular a with Inn intimate class first a into turned the mountains. It is set high on a hillside on spacious grounds overflowing with flowers and includes an antique filled Great House and a traditional windmill. A to the Montpelier Plantation resort for lunch, which gave us a quick view of the island. We also stopped to see the Four Seasons Resort (10 minutes from airport). The unanimous e stayed at the Tamarind Hotel. This hotel is typical West West typical is hotel This Hotel. Tamarind the at stayed e stop this of highlight The beach. beautiful a on right Indies rom Vieques, we flew downchain (at the low altitude stunning to enjoy Caribbean the views) to Canouan, he next day we took a short hop to Old San Juan for fuel, for Juan San Old to hop short a took we day next he and a day of sightseeing with a leisurely lunch at the El point south. W to toe. It is like sparkling magic dust is dripping off you as you swim. F Grenadines (West Indies), (TVSC). This was our furthest spectacular Bioluminescent Bays in the world. As you swim, As you world. the in Bays Bioluminescent spectacular blue-green light is created by micro-organisms which thrive in this unique environment, and have you glowing from head T Convento hotel. Then back to for Vieques our night Bio Bay kayak tour in the mangroves. It was a moonless night the most incredible and swimming experience in one of the most (Continued from Page 9) Puerto Rico (TJVQ). This destination was chosen as it was hassle free, and there was no need to clear customs here. We were also very excited about doing a Bio Bay kayak tour in Vieques. We stayed at the Martineu Bay Resort close to the airport.

10 11 ur Pilatus andperformed weflawlessly, nevercould have comfortably, as time, of period a short that in much as seen while you can! ife is short! Enjoy it O all we As everyone. for something had itinerary Our it. without know, it is not always easy to keep three generations happy on one trip….but we did are it! We already planning our next adventure. Central America? Galapagos Islands? shall see! We Picchu? Machu L Michael J. Grimme’ Owner/Pilot/ATP N126GH – S/N #369

(MYEF) for fuel and lunch in Georgetown before rom Santo Domingo, we flew to Exuma International n Santo Domingo, we hired a guide to show us the old town with its rich history, the Christopher Columbus and head to Santo Domingo (Las Americas Airport) e then returned to St. Martin to pick up our Pilatus nce in St. Barths, we rented two Suzuki Samurais and we and Samurais Suzuki two rented we Barths, St. in nce St. Jean and Village stayed at the Hotel Le We were off!

F Executive. Lauderdale Fort of base home our at back arriving trip. There cleared customs and ended our wonderful There we had dinner and watched an open music and dancing. air show with Museum, and an incredible underground grotto…complete stayed at the Hotel with Sofitel, a We indiver! cliff the heart of the Colonial City and a short walk from the main plaza. I W Anguilla (MDSD), Dominican Republic after a quick stop in (TQPF) for fuel. the port in Gustavia. the port in O coast with great town, the the main days exploring spent two beaches, and of course our daughters did some shopping at (Continued from Page 10) 12 13 Visit our new FBO new our Visit Call Paul Rose For A Proposal Proposal A For Rose Paul Call 5360 NW 20th Terrace • Ft. Lauderdale • FL 33309 33309 FL • Lauderdale Ft. • Terrace 20th NW 5360 954.771.0281 Fax: • 954.491.3170 • 800.200.2031 130.8 ARINC • www.banyanair.com Delivering Aviation Excellence for 28 years at Ft. Lauderdale Executive Airport Executive Lauderdale Ft. at years 28 for Excellence Aviation Delivering Maintenance and Avionics Solutions Avionics and Maintenance • Communication Systems • Communication Systems • Entertainment Systems • Navigation Specializing in Pilatus Pilatus in Specializing Diamond Awards repair stations repair • Sales, Acquisitions and Management Acquisitions • Sales, • Airframe & Engine Maintenance • Airframe & Modifications Repairs • Structural & Support Installations • Avionics • Recipient of FAA Maintenance and Avionics and Avionics Maintenance of FAA • Recipient • Pilatus trained technicians trained • Pilatus station repair and EASA approved • FAA approved and Venezuelan Brazilian • Argentine, • Authorized Pilatus Service Pilatus Center • Authorized

(Continued on Page 15)

of hours. The dependability of the 406 MHz system allows for allows system MHz 406 the of dependability The hours. of immediate deployment of search and this rescue. With earlier deployment, crews are at the scene an average of six water. sooner on land and three hours sooner on hours The 406 MHz and frequency reliable. In is fact, significantly it’s 100 shrinks times more the more search area accurate powerful, and saves which valuable time – time could that save lives. The search area for a is 121.5 MHz 1,260 beacon square kilometers and for the just 406 MHz. 13 If you square add a kilometers GPS system, input the search area to is reduced to the less than one 406 kilometer. MHz ALERTS FEWER FALSE The 406 MHz system also incurs fewer false alerts from non- five in one about only band MHz 121.5 the On sources. beacon alerts is actually from an emergency beacon. Various items machines, pizza ovens and stadium scoreboards ATM such as create interference. False alerts unnecessarily tie-up search of dollars. and rescue crews and squander millions assets rescue and search rate, alert false high MHz’s 121.5 With are not deployed until additional alert information is received couple another take could which satellite, passing another from

Make Sure All Eyes Are On You When You Fly!

There are some 170,000 of the older generation 121.5 MHz 121.5/243 the processing, satellite with Even service. in ELTs MHz beacons have significant shortcomings, which is why Oceanic National the to According out. phased being are they and Atmospheric Administration plagued by (NOAA), poor accuracy and an the abundance of false alerts, band which misdirect valuable resources. is and location data to assist search and rescue (SAR) operations, (SAR) rescue and search assist to data location and will terminate processing Although year-and-a-half. a just in signals only) (military-use for all 121.5 a 406 and MHz unit will 243 be required to MHz Congress has flynot yet inmandated it somein the countries, United States. Still, experts strongly suggest U.S. operators make the switch now. to 1970 when there was no satellite monitoring – relying on MHz 121.5 the monitor that ships passing or aircraft overhead boator Whether loveband. you tofly, hike mountains, you’ll digital a to switching by you on are eyes sure all make to want emergency beacon operating on the 406 MHz frequency. Beginning Beginning February 1, 2009, if carrying you’re a 121.5 MHz no will satellites (ELT), transmitter locator emergency analog signal in the event of an emergency. longer process your ELT Detection will revert back to the way it was handled prior Cospas-Sarsat, the satellite system that provides distress alert

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Although they still cost more than their 121.5 MHz counterparts, counterparts, MHz 121.5 their than more cost still they Although before the deadline while scheduling is more flexible. before the deadline while scheduling is Inc. *Reprinted with Permission from SkyTech, ABOUT THE COST THE ABOUT the price of 406 MHz beacons have dropped over the last few years as manufacturers ramp up production in anticipation of costs installation keep to working are they Also, out. phase the down by offering plug-and-play units to replace the existing 121.5 MHz system. Operators can choose from automatic several portable options, ELT. including The an the unit aircraft and, after can attaching a flexible be antenna, used is asa practical detached solution portable ELT a A portable locator beacon. from for situations where passengers airplane and move to a safer location. and crew must leave the Experts are encouraging operators Installing to make year. next the until switch wait to than rather the now beacon MHz 406 now provides greater safety and peace of mind, plus operators can have the system installed during regular maintenance well

(Continued From Page 14) that the satellite coverage with receives satellites is about the two-thirds of beacon the world. signal. Current With With 121.5 MHz beacons, the system coverage global is neither or continuous signal because depends detection on the of availability station of the a in distress ground the receiving satellite field of view at the same time 45 minutes. module, the satellite is able to store 406 MHz distress beacon distress MHz 406 store to able is satellite the module, information and rebroadcast it as soon as the satellite comes within view of a ground station. If a satellite is in view, the data is relayed within five minutes. If not, it could take up to not continuous coverage. The system cannot produce distress produce cannot system The coverage. continuous not alerts until the satellite is in a position where the it can distress “see” beacon. However, with an onboard memory Although significantly better than the 121.5 MHz frequency, the 406 MHz emergency beacon isn’t perfect. According to NOAA, 406 MHz technology gives operators complete but COVERAGE GLOBAL to determine whether the signal is a real emergency and, if so, better direct search and rescue efforts. For those reasons, 406 MHz are ELTs required to be registered with NOAA. Also, the 406 MHz beacon’s can digitally be encoded transmitted with signal the owner’s contact information for making it easier aircraft data search and rescue personnel and After reading . ) s www.cfmu.eurocontrol. (Continued on Page 18) or the past five years planning our journey to Europe has been challenging especially with the EUROCONTROL of this tool is that in case of error it is not identifiedvalidated has andCMFU you After error. and trial with proceed to have your flight plan, you will need to file your flight plan with the from. AIS of the country you are leaving appropriate terminal. Going couldn’t to be Venice easier - either by train taxi. or by local F environment and our understanding of the difficult European flight plan filing concept. After trialand error, we found out is surprises any avoid and plan flight a file to way best the that to apply the following pattern. First, Europe does not accept You have to find the flight plans filed with direct destinations. appropriate accepted route between your point of departure and arrival. We have found that the having a best flight plan way drawn to out do of so the Flightstar Jeppesen is but program of after marking that SID and are STAR included in the flight plan research. Following this input Flightstar will generate a flight plan with waypoint, airways and and STAR SID details. That flight plan will then need to be entered into the EUROCONTROL website int/chmi_public/ciahome.jsp?serv1=ifpuv ( your flight plan, EUROCONTROL will report back to you if drawback The accepted. is plan flight the if or error any is there ver the years the main question was why don’t we visit more of Europe since we have done the most difficult enice is served an and equipped IFR fully While (LIPZ). Tessera through Venice the international airport of hat was the better choice since it gave us access to a very a to access us gave it since choice better the was hat open airport geared to general aviation, offering jet fuel or the past five yearsfrom departure a marked Air2007 Europe. to pilots of groups Journey has been escorting A A Journey Around The World! Venice). Venice). T and avgas with a 3,600’ paved runway and a very modern limited parking availability (8 slots!). Their advice was for us for was advice Their slots!). (8 availability parking limited (two Lido of island the on (LIPV) Nicolo San Venice to fly to miles away from center of Venice). That would have the ideal been choice except being only 3,500’ and grass without jet fuel this would have made a Wedifficult settled decision. for the airport of Padova (LIPU) (about 20 miles away from Venice and flying our own planeVenice to this beautiful destination, we had to research, decide and make flight. a happen a flawless V the on based us to acceptable not was airport this choice, ideal O part crossing the Atlantic. After setting our eyes on visiting additional visits to Ibiza, Spain; Venice, Italy; Corsica, France Corsica, Italy; Venice, Spain; Ibiza, to visits additional St. Emillion. and the vineyards of Padova: The Gateway to Venice to The Gateway Padova: F our regular program with an extended stay in Europe and

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m ou have numerous choices of hotels in Venice and the on Lido. Since they are too numerous to name, I will gain, too numerous to list, but a stop at Harry’s Bar for is a must. one of their Bellinis his is the first Transatlantic article Journey on this our experience year. during Future the articles will he same process of the flight plandone prior approvalto leaving your The hotel. flight plan can then should be Thierry Pouille [email protected] (561-841-1551) is really minimum by European standards. On the ground you ground the On standards. European by minimum really is will receive full communication service as well as a switch frequency to for the departure Venice which will pick you up on radar and vector you towards your next destination. Air 2008 For Journey will be visiting northern Europe with stops in Bergen, Tallinn, Vilnius and Prague before moving on to More details to follow. Corsica and French Brittany. T include the islands of the Mediterranean – Ibiza, Spain and Corsica, France. LODGING Y simply mention the Danieli Hotel where we stayed this past Grand the and Square Mark St. to next right Located summer. Canal, it offers a unique Venice in stay view A served. are dinner and lunch breakfast, where from the rooftop restaurant couldn’t be any more romantic than staying Hotel. at the Danieli RESTAURANTS A RETURNING HOME... THE NEXT DESTINATION MOVING ON TO T very easily be filed at the Padova airport by a very friendly which staff will also present you with their parking fee which (Cont’d from Page 16) ur best advice to go from to the euro) 70 (about airport taxi a take of to be would Padova to Venice of the town oming from France the route took us border over and the then Italian direct Albanga (ABN), then we were ince the integration of Europe if you are coming from one from coming are you if Europe of integration the ince required be will customs no countries, European 27 the of A A Journey Around The World! TRANSPORTATION O be dropped at the water taxi And station then of you Venice. are ready for a ride of a lifetime. S upon arrival or have departure. any Padova fuel doesn’t truck can Fuel plane. the refuel to pit the to go to need will you and a by served and surcharge) (without card credit or cash paid be equipment fire the of charge in is also which staff friendly very at the airport. CUSTOMS direction will be given to you based on the prevalent wind. direction will be given to you based on on approach you will be in until Tessera contact with Venice you are in view of the runway environment. They it thumb, will of rule good a then As Padova. of tower the to you switch airport. alternate the as Tessera Venice choose to nice be would You will be in a radar the 04/22, – runway one only environment offers Padova since and process throughout the whole and then the IAF known as Selik While and then the runway. GETTING THERE GETTING C (FER) Ferara towards turning before (BOA) Bologna to direct

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(Continued on Page 21) you have a cargo kit, it will contain all of the onto the seat rails. They are also designed so that heavy loads can around be by hand. Remember easily that the POH goes into slid detail with regard to hauling large formulas with boxes or crates to determine center of mass and loading distribution. If items you need to strap down and position cargo properly. I especially like the runners that cargo secure into the are they Essentially rails. seat hardened plastic guides that above inch quarter a about sit the floorweight of distributing the cargo directly the safe flight, but for safety on the ground. your CG limit is important not only for thing to consider placard a There’s when loading. floor the carrying is loads heavy owners have embraced by stuffing the in pretty cargo much door anything that was the last time you did a calculation to see just how much you can load into the aircraft to Knowing Unfortunately we have had operators put the PC-12 on its tail while loading cargo into the aircraft filling by area neglecting luggage to the use the loading caught get to easy It’s stand. tail it to the max and forgetting that two 200-pound passengers are coming back to sit in the rear seats. They sit down, and… Crunch! When should one use the tail stand? Anytime you load the aircraft is the conservative answer. Another remind to POH the in as well as door cargo the of inside the on us what that is: 125 pounds per square foot on the composite on the seat rails. flooring and 225 pounds per square foot Pilatus can be fit through it.Motorcycles, kitchen snowmobiles, dolphins, sinks, are just a few carried of on the items board that PC-12s. have things been Carrying would any have of been tremendous these impossible unique without CG the range. aircraft PC-12’s that There has is a CG no envelope other as large comparable as the PC-12. When get the CG to the aft end? I calculated that one of our factory demonstrators could take about 900 pounds at the rear of the aircraft to get it to the aft end of the CG envelope. Not bad. I aft the at pounds 900 throw to need would I why idea no have end of our aircraft, but at least nice it’s to know how much it can handle. Obviously all aircraft so vary, get to know yours own CG limits. by doing a sample loading to find your of the great attributes of carrying capability. the When PC-12 Pilatus decided is to its put load designing the cargo door, Pilatus challenge of making engineers it light had weight yet the strong enough than 15,000 pounds of force exerts outwards against the door and initiative The psi. 5.75 at pressurized is fuselage the when foresight put into the PC-12’s design is business personal, revolutionize truly to desire unique Pilatus’ to testament and a and commercial travel. In to sustain the loads from the pressurization system. More match. The cargo door is a distinctive feature on every PC-12 every on feature distinctive a is door cargo The match. to aircraft the allows and competitors its from apart it sets that touch. simply can’t do missions that others By Peter Duncan By Peter One a cargo door perfect on the it, call I the revolutionary. it PC-12, called Others unnecessary. some called it expensive and Load Up! Load

20 21 Photo by Venzin and Buhler Photo by Venzin a little weight and balance planning, perfectly it’s safe to load up your PC-12 as long as you stay PC-12 has tremendous payload and CG capability, and we have found that loading and unloading the The items it can haul often present the have biggest challenge. We loaded motorcycles, a 4-wheeler, even a small car the to utility show of the PC-12 at airshows. forklift, which means you’ll also need to arrange Some for a forklift items require a to half unload dozen at A friends the or destination. the clever upon amused always am I pinch. a in do also can ramps of use reaching a destination where the rental cars were the greater the luggage than the aircraft. limiting factor in carrying With within the POH limits. If you’ve never Take hauled carry. safely can you much a how at amazed truly be you’ll large load, advance in calculations loading necessary the all do to time the and fly safe. And when you arrive at your destination with a full load, remember to rent a big car!

seats out of the aircraft in order to carry more carry to order in aircraft the of out seats cargo is a fairly simple process. However,

weight and balance to reflect the removed items. weight and balance mechanic show you how first. It is also a good idea to have someone help with lifting and positioning the seats removal during and installation. And don’t forget to amend your Taking if you have never done it before, be sure to have a qualified (Continued from Page 20) (Continued 22

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I the departed other day on my way to Friday nother retirement and another move put me up in the San San the in up me put move another and retirement nother smooth to trying busy was I Seattle. of north Islands Juan there up around flying guy” cool “one is there bet can ou with along homebuilt new another yet in clouds the above he trophy for the “Best Plans Built” aircraft at Sun & Fun & Sun at aircraft Built” Plans “Best the for trophy he death. after Bill’s that year arrived shortly t has been a busy couple of months with the Alaska. new to trip great a including Pilatus. charter, of hours 200 About Center had not received an acknowledgment from the aircraft and the transponder was not observed. I sat and listened on to the Center as ground he tried to contact the errant craft. altitude without but return primary a had he that stated Center information, he couldn’t clear me out. I north looked and south east, for a west, VFR departure. I chose northwest as I could head over to the Olympic Peninsula, where the ceilings appeared to be in the range of 3000 feet, maintain VFR then instead, they make it a better place. You may be the “one cool You instead, they make it a better place. to a friend. or girl” guy, I A few notes about the flights. FlewIliamna withAir some Service. They folks were from kind enough to Great pilots, great along behind their two workhorse PC-12’s. let me tag folks. The airlines are complaining about cluttering the general airways. aviation Granted I fly on the “leftthe coast”IFR but chatter on the radios seem to be about traffic. As95% aairline matter offact, the other day“general single Ia hear came didn’t and downFL270 from at Oakland to Portland aviation” radio transmission to Center or Approach, save for in other parts of the U.S.? myself. Maybe it is quite different O It was IMC, WA. ceilings Harbor, varied from 800 feet along the route with tops about FL200. I while was monitoring taxiing Center and noted he without any response. Upon calling was for my clearance, Center calling a certain advised that he aircraft could not issue my IFR clearance because he Astoria”. of south aircraft an with problems “serious some had The problem was that the aircraft had clearance been to issued Boeing an Field, IFR and was to climb to 8000 feet. A was It rang. phone the when lawn a plant and yard front the out another old friend from Omaha. The news was devastating; Bill had been killed in the crash of the GP-4. After day another of Young Eagle flights, Bill and yet another friend had departed the airport and in the initial climb, the aircraft had stalled and spun in. They say it was a breezy day, the other friend was also a pilot but less experienced. Who was flying the plane, was the power pulled back to retract the gear and what warning did that laminar flow wing give that thewas imminent? stall T Y other friends that have “gone west”. Aviation is full of these folks, people we have been fortunate to friends meet with and in become a world that can sometimes be frustrating; fter completion, Bill carefully conducted a series of test flights of the GP-4 to learn its flight characteristics and ne might think of a “Fonzy” type person as “one cool guy”, but Bill was just when like you and describing a ill never had a chance to retire from Air the Force as he had joined at mid-life and age 65 came before he would ill and I At met Air the in Force. time the he was a flight surgeon and the Base Hospital Commander. I ran one (ala early Mooneys) however Bill was planning on upgrading on planning was Bill however Mooneys) early (ala the system to a powered retraction system. All seemed to be well with my flight, the laminar flow wing allowed for some great speeds off that little equipped for 200HP IFR flight and Bill planned engine. on showing it off at The plane was Sun and Fun later in the year. state but had the opportunity to come back up to Omaha on a business trip. I met Bill and he offered me the opportunity to fly his creation. I jumped at the chance. One item he noted was that due to the airspeed limitations on the landing landing the gear, retract to takeoff after reduced be to had power the At that gear. time the gear was operated via a “Johnson Bar” Bill move the one piece wing out of his basement so we could we so basement his of out wing piece one the move Bill up showed all we Then fuselage. the to it mate and over it turn again when it was time to move it to the paint shop. A another to moved and retired had I child. newest his this, enjoy time tinkering with his planes. Not one to be satisfied with just with satisfied be to one Not planes. his with tinkering time tinkering though, he embarked on another homebuilt project, a GP-4. He lovingly crafted the plane completely from plans. The woodwork would outshine the best of today’s furniture crafters. The metalwork was perfect, a piece of aviation art. On one occasion, the entire Chapter EAA showed up to help He joined the Air He Force joined from the his native Norfolk, NE because fly to able be still would he time, the at forties his in man a as in the hottest As military’s machines. a flight surgeon he was able to enjoy the rides in and F-15’s later with us in the -135 and E-4’s. He just loved to Afterfly. leaving the Air Force, Bill once again returned to school. He Community College, obtained A&P license his enrolled and spent his in a local purchase) my “dream plane”, a 1942 Stearman. Suffice to say to Suffice Stearman. 1942 a plane”, “dream my purchase) we had a great time flying together. B fly. to loved he much how shows This service. of years 20 reach built Acro an Sport EAA that one could tell was built by the practicing both, flew regularly He . surgeon expert an of hands aerobatics in Acro the Sport and keeping up IFR proficiency in the Grumman. We spent many Saturday afternoons with He in Eagles” together. Chapter flying “Young the local EAA the Grumman and me in my J-3. Fun stuff. On one occasion ultimately (and fly test could I so Illinois to back me flew Bill B of the flying squadrons.We used business, to military meet usual at the the from Aside dailyWing briefings. Commanders Bill and I used to spend a lot of time An talking about flying. had and Traveler Grumman pristine a owned Bill pilot, ardent O I, pretty much a What day-to-day separated person. him from being. “great” human that he was a genuinely the rest was

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newsletter! 2008 POPA 2008 POPA Resort & Spa website and in the CONVENTION ANNOUNCED! Palm Coast Florida be posted on the POPA May 29th - 31st, 2008 www.hammockbeach.com Ginn’s HammockGinn’s Beach DATE AND LOCATIONDATE Information will continue to

ave a great time flying. Keep it safe, and remember the “cool guys” (male and female) that we share the sky

(Continued from Page 24) Lincoln, CA Lincoln, CA Mark Smith Chief Pilot - N806PE H with. I assume our determined instrument pilot made it somewhere it made pilot instrument determined our assume I and landed. for making position reports. Get-Home-Itis? Certainly loss but situation emergency an usually not is communications of calls for a bit of judgment. I never saw an accident report so land, fix the radio and then continue. However, our intrepid airman chose to continue his IFR flight. Center advised him to save his battery by turning off the hand-held radio except which by the way lies in Class B airspace. are You limited in communications by using only a questionable hand-held receive/transmit capability? My radio choice would with south), the to was it (which weather VFR nice some find to be barely) with Center on a hand-held radio. What would you do in this situation? You are IFR with little or no hope VFR becoming if of you continued on to your filed destination, have Center issue my clearance before I reached any IFR errant more The delay? this caused had What weather. serious traffic had lost his radio(s), but finally communicated (just

Miami, FL Level at 16,000 feet over the Florida is Keys a view and that is the absolutely gorgeous. The Straits shallow waters of the Straits blend together colors of turquoise, green, and blue that seem to flow as far as the eye can see. The tiny islands connected together by bridges below form a magical chain of islands that curve ever so gently towards the west, and Key West. There is a tethered radar observation balloon that goes all the way to 14,000, and has the nickname “Fat time Albert.” one passes By abeam Fat Albert, Miami the Center will switch Approach. control They over Navy are to also Key very West professional, and will make your arrival into the Key area painless. West “Cleared to land runway 09,” sounded through the headsets, followed by a smooth landing and rollout. Total flight time forty-two minutes.me didn’ttold I passengers the until minutes forty-two for smile could know that someone so. Not a bad way to arrive for a “Duval Crawl.” Capt. James Carter S/N #635 cleared direct MNATE cleared intersection.” That direct was MNATE all good news to me, so up we went. intersection MNATE is just northeast of Marathon, and usually once you reach MNATE you switched to are Miami Center and cleared, “Proceed direct Key us. which is what happened with West,” to work with. were We issued, “Climb and maintain 16,000, line, our Pilatus was cleared for The takeoff. runway had not quite suffered the heat of the day yet, so the usual heat waves were not visible, dancing making our rotation smooth and to The departure, and tower handed we were us off on gentle. our way. pleasant quite and professional, extremely is departure Miami Unlike our usual early morning, sunrise departures, the sun was already high in the sky. The wind was relatively calm, with just a gentle breeze blowing Atlantic in Ocean, from the favoring runway 08. As with any fairly heavy, holiday especially with the returning traffic flights inbound was from the Bahamas. However, after a short wait at the hold-short Lauderdale when the boss decided lunch and an afternoon in Day. of Labor celebration appropriate an be would West Key A quick call to Banyan at KFXE had the Pilatus placed the flighton lineand fueled within the and hour, our passengers showed up shortly thereafter. A quicker pop-up flight could not be imagined. bars line the street on either side, while an unbelievable cast To work your of characters fill those drinking establishments. way up and down the street is henceforth dubbed the “Duval Crawl.” It was another breathtakingly beautiful morning in Ft. LABOR DAY’S “DUVAL CRAWL” “DUVAL DAY’S LABOR For those of you whom are not familiar with the term “Duval Florida West, Key – you enlighten to me allow please Crawl,” United Continental the of point most southern the is (KEYW) States, and its main drag is named Duval Street. Numerous

26 27 wording for pilot rely on this type of arrangement www.lancetoland.com (800) 282-1219 “as approved” do not ...Ask Lance Toland Underwriters expect professional pilots. 135 Not low time private pilots Operators building Without time. correspondence from to the underwriters you as an owner/pilot, have recognizing full-time Or you might findfor yourselfcover. in a very serious situation in the event of a catastrophic loss. Many owners elect to place coverage through Operator’s the This Fleet seems Policy. like a simple Part solution, but 135 policy. individual an maintaining of attention same the requires Never rely on just a certificate of insurancefrom the operator. Demand a copy of the entire policy, and have it reviewed by your insurance broker. You must know who, what, added good measure, have for And, and insured for. are you much how the policy reviewed by an aviation attorney. professionals Together these can advise you of under the insuring agreement. your rights and privileges One coverage caveat to be aware of - Due to the increase of Manager/135 a as up sign themselves to new operators eager Operator, many rely limits higher with aircraft PC-12 on, their fly to means a as approval through fleet insurance arrangements. Many of these owners have difficulty securing insurance liabilitypilot experience, and as a result with looked to their limited a manager for an insurance solution. Had there been a loss, the would have underwriters reasonable grounds to deny coverage based on material differences in underwriting information at the time of binding. . change use However, However, many from Pleasure and Business and Pleasure from use “any operation of the named insured.” arrangements can test the limits of both the insurer’s and certificate the to responsive not is broker your if patience operator’s needs, as well as continuous changes made throughout the year. I like to see the owner control the insurance as the policy holder. holder. policy the as insurance the control owner the see to like I This means keeping your current insurance policy intact with the amending endorsements to including Part 135 Operations as well as recognizing 135 the operator as an additional insured. A better is, these and wording, broad such on reign tight hold will insurers leaving the relative safety of strict ordinary liability measures through liability the operator. There is little, and if assume any to way, shield yourself from this change except to insure your aircraft for the highest legal liability limits you can attain insurance fleet operators the or broker, insurance your through program. once you have decided to let your aircraft out to a commercial policy insurance an procuring to relate them of all Not operator. services into Look start. a is operator potential the Researching on tabs keeping in specialize who Wyvern, and Argus as such Part 135 Operators, as well as their track records regarding and overall safety. crews, maintenance Insurance is a more challenging issue. You’ll need to weigh I am considering Operator… Commercial leasing my PC-12 There to are a number of a considerations to take into account

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A member of the Rotary Club for more than 30 years, Epps also is also Epps years, 30 than more for Club Rotary the of member A received He Atlanta. Metropolitan of Club Aero the of member a American Spirit in Award NBAA’s 1999, served as chairman of the 1993 Local Committee for Meeting & the Convention and is NBAA a member 46th of this Convention. year’s Annual & Meeting Local Annual 60th NBAA the for Committee with Technology Institute of Epps graduated from the Georgia school high his married and engineering mechanical in degree a Atlanta. in live they Today, Hailey. Ann the former the sweetheart, in work and licenses pilot’s their have grandsons. all children two three Their and granddaughters two has Epps business. family (FBOs) in the United Airport in Atlanta, States, GA, with facilities covering based 21 acres and at more DeKalb-Peachtree than 200 employees. Dozens of aviation pilots airline have come and into the business aviation industry through his company, and on Epps a routinely first airplane offers flight, to take a tradition people begunEpps is a tireless supporter of general aviation who father. opens by his his hangars for fundraisers and community events. He is an avid Warner in Aviation Angel Flight and the Museum of backer of Robins, GA, and has served on the board of directors for the Museum’s Aviation Hall of Fame since its also inception. is known Epps for his signature red, white and blue aerobatic Beechcraft Bonanza, which he continues to flyat air shows. participation his to extends adventure and aircraft of love Epps’ as co-leader of the Greenland Expedition Society team recovered a Lockheed that P-38 Lightning – one of several WWII Greenland in landing ice-cap harrowing a make to forced 1942. planes since ice of feet 265 under buried been had it where from –

an ward being A is , viation pps E A of the Doswell the 2007 NBAA Conference . at Epps zed authori Pilatus Sales

Aircraft dealer, and in 1965 opened Epps Air Service with 19 employees, a 40,000-square-foot hangar and a 10-square- foot office and maintenanceis area.Today, among the Aviation Epps top 10 independent fixed base operations the fifth of Ben Epps’ sons to serveFollowing as a military pilot. his military service, Epps became a Mooney become the 707, the he nation’s first joined jet airliner. the graduating In 1957, with Air distinction Force in Class58L, and and began becoming flight training, His first job in the aviationengineer industry for was Boeing as a flight test on the prototype of what would J-3 Cub in 1952, and commercial pilot, has with type over ratings in 9,000 the North flyingAmerican B-25 hoursMitchell, Douglas DC-3, Learjet and Cessna Citation. as a killed in an airplane crash. Despite this tragedy, Epps his and five brothers and one of his three sisters all went onreceive to their pilot’s licenses legacy and in their love of carry aviation. Epps first soloed on in a Piper their father’s A Georgia native and youngest son of aviation pioneer Ben T. Epps, Pat Epps was three years old when his father was E. Patrick “Pat” Epps is the recipient having “Jack” demonstrated Award, John of Doswell a P. long, the 2007 NBAA aviation. of field the in service volunteer of history continuous

P and ervice S , Center awarded at 160.51535 160.51535 177.923095 177.923095 154.802577 154.802577 149.3837462 149.3837462 150.7119993 152.0576856 153.4211082 156.2024086 157.6209263 159.0584608 161.9919393 163.4885818 165.0056383 166.5434781 168.1024785 169.6830254 171.2855136 172.9103468 174.5579381 176.2287101 179.6415354 181.3844838 183.1524038 148.0726293 148.0726293 (Continued on Page 32) 25000 25500 26000 26500 27000 27500 28000 28500 29000 29500 30000 30500 31000 31500 32000 32500 33000 33500 34000 34500 35000 35500 36000 24500 123.034291 123.034291 127.098925 146.7783582 146.7783582 121.0732932 121.0732932 122.0480029 124.0323396 125.0423346 126.0644653 128.1459106 129.2056231 130.2782674 131.3640527 132.4631922 133.5759036 134.7024088 135.8429344 136.9977117 138.1669766 139.3509698 140.5499374 141.7641301 142.9938042 144.2392213 145.5006484 120.1099832 120.1099832 24000 12500 13000 13500 14000 14500 15000 15500 16000 16500 17000 17500 18000 18500 19000 19500 20000 20500 21000 21500 22000 22500 23000 23500 12000 102.99031 102.99031 106.113932 106.113932 112.793537 100 kcas100 113.6716894 113.6716894 114.5599284 115.4584076 116.3672832 117.2867146 118.2168642 119.1578975 104.5349731 104.5349731 105.3201032 106.9165872 107.7281987 108.5488989 109.3788227 110.2181072 111.0668923 111.9253205 99.99999999 99.99999999 100.7354935 101.4789663 102.2305329 103.7584164 0 500 7000 7500 8000 8500 9000 9500 4000 4500 5000 5500 6000 6500 1500 2000 2500 3000 3500 1000 By Paul K. Sanchez 10000 10500 11000 11500 Altitude Climbing To A Higher Pinnacle“Altitude is ofyour Airmanship friend, it will never let you down...Anonymous” So now we can factor in the real benefit of higher altitude, the ratio of and CASTAS. At to we TAS get a free 16.367% increase densityof 1000’ At 10,000’ altitude and nm/gallon. Nice but not that big of a deal. weTAS 1.478% increase of get a free increase. 36.997% a with rate) faster a at (but improves still it 20,000’ At of. note take can we something is that Now nm/gallon. we At now 30,000’ are up to a 63.488% advantage. The standard atmosphere lapse rate (1.9812°C/1000’) stops so at 36,089’ will stop the example at 36,000’, or 83.152%. Let’s try this excel table for various density altitudes, and the horsepower/thrust required for 100 knots calibrated air speed. try this excel table for various density Let’s used that Sporty’s electronic E6B calculator, somehow the aerodynamic properties of that formula went way over our heads. somehow the aerodynamic properties E6B calculator, electronic used that Sporty’s expressed not was it because often so heads our over went altitude density of benefit) (and formula the reason the perhaps Well well. For the same amount of horsepower or thrust (or fuel), you will be traveling faster as the air resistance gets less. Even though our wonderous air speed indicator (with input from our favorite pitot tube) is showing the same amount calibrated air Is there a ratio on that? Indeed there is. to go sooner. speed, we are getting to where we want those greatly depend on something we all look up to…altitude. What I have been seeing lately and especially so the benefits of altitude. how to get altitude and how to use it, misunderstanding of in the training business is a Argument the the Resistance of Decreasing True first. at well very it understood us of none but ago years many many, learn to had us of all that thing the with off start Let’s we times many how matter no Now (KCAS). speed air calibrated same the for altitude density with increases (KTAS) speed air We We all fly for a variety of reasons; the speed, the view, getting away from the crowds, But etc. interesting enough all of

30 31

Jeff Rhodes is experience has He an aviation. in background professional and aviation personal insurance specialist and has in professional aircraft management and flight a school management. rich He is an instrument rated Private airplane pilot and active pilot. Jeff in earned degree Management glider a Georgia from Bachelor’s He Tech. has been approved by the Georgia Insurance Department as an instructor of aviation insurance continuing education courses. TennesseeCS&A Insurance andhas and Georgia offices is in one of be can Jeff southeast. the in specialists insurance aviation largest the [email protected]. via email at reached More Than One Agent One Than More and you will be able to take advantage of the services that you are paying your agent to provide. consultation the differences between companies and policy forms. Ask for Ask forms. policy and companies between differences the his or her recommendations about your coverage. This way, you will be assured that you have the best quote available Ask them about their strategies for quoting new business and and business new quoting for strategies their about them Ask After renewals. you pick your agent, tell that agent that you Have markets. available the all from quotes see to like would agent your with Discuss writing. in quotes the you show them Search the web. Do a little research. Call a few agents and ask and agents few a Call research. little a Do web. the Search them if they represent all the insurance markets, and which ones they would go to for a quote on your type of account. The best way to shop your insurance is to first pick a good agent. good a pick first to is insurance your shop to way best The Talk to friends and associates. Ask for recommendations. companies available to could quote your particular You risk. be will them of all but wanted; you if agents different 100 call asking those same four or five companies to quote. student pilots, some will not. This appetite further limits the markets available to quote your account. So, when you shop your account, remember that there may be only four or five companies write only low limit /low value Some specialize small in aircraft. high value / high limit turbine aircraft. Some will write helicopters, some will not. Some will write or schools flight write will Some not. will some twins, piston companies – there are 14 as of each this underwriting company specializes in only certain types writing. Furthermore, of risk. We call this their underwriting “appetite.” Some insurance brokers / agents, but only a few aviation underwriting It aviation is few a important only to but agents, remember / that brokers insurance there are many aviation representing you at one time – and – any one agent underwriter’s which of regardless risk, your on same the be will quote is handling the account. request that they receive. If the underwriting that company honor to happy be has will they account, your quoted already quote for the second agent, or any other one that you might appoint to represent just you. can’t You have more than one underwriter will require that you send them a formal letter terminating your first agent and appointing a different one. Aviation underwriting companies keep track of every quote easy. The underwriting companies will make easy. the assumption that the agent that first submits your account to them is the agent you have selected. To select a different agent, the choose to represent you. However, you have to declare the insurance to underwriting companies which broker / agent you have chosen to represent you to them. The first agent is this year. Why can’t I get quotes from every agent I call?” I get quotes Why can’t this year. My answer: You can get quotes from any agent that you I hear the following question frequently – usually when I am the third or fourth insurance agent that an aircraft owner has called. “I want to shop the market for better insurance rates By: Jeff Rhodes By: Jeff Aviation Insurance Matters... Insurance Aviation (Continued on Page 33) Well if Well the benefits of true air speed, nautical mile range, handling/weather, options in emergency airports are so great, why descent required the doing before nm .1 last very the until there up cruise altitude, optimum the to climb simply us of all don’t ATC. answer is of course 3 letters, The profile. The air traffic sometimes control can side beFAA of considered our the much ogre beloved that makes you take a lower road rather than the one you want to take. His roads, and he decides which one you are going to take. Now in the older days it was Now AGL)if thenour hetwin&turbine wouldbrethren onlyhad haveinstead aflown 28 at say half 14,000’ the altitude (let’s nm radius of airports his to options pick. Well have decreased dramatically since there are only you 7 if airports like to seems pick within it a aviation 28 In area. the quadruple you radius the double you if that geometry in true hold to seems It radius. nm double your glide radius, your airport options also increase at least by 4. Calling Higher Obstacles to your Let’s say for statistical average sake a reader of twin&turbine magazine finds himself over the geographic center of continental of center geographic the over himself finds magazine twin&turbine of reader a sake average statistical for say Let’s United States, Lebanon, Kansas. Unfortunately while failing to note see this and GPS wonderful panel-mount bit the on of NRST geographic press can trivia, he he so voltage also battery of failed bit to a has still he Well offline. are generators both note of glide. Since he is not perfect AGL where he can go. Now if he is a perfect-proficient-pilatus-pilot he can get 2.55 nm/1000’ of glide. AGL nor proficient let say he can do 2 nm/1000’ airports. 35 about be would This pick. to airports of radius nm 57 has he AGL) 28,500’ (about FL300 at fly to decided he Since Not Limiting Your Options for Landing Options for Your Not Limiting same of benefit operational the and speed), air true (better altitude higher of benefits aerodynamic the discussed we’ve that Now options the engines; two or one using whether pilot every to important very something comes now range), and nm/gallon (better of landing. height With comes nautical mile range, but increasing the nautical mile range does increase the radius, but it also other airports. dramatically increases the area to choose PC12 brethren when at 16,000’ (35.5 with psi PC12 a of brethren cost torque) when of are at 74.47 doing 16,000’ gph 263 (fuel KTAS efficiency now at 3.53 nm/gallon). But by climbing even higher to FL300 at the Pilatus 48.8 gph PC12 is (fuel efficiencynow 5.06 doing 247 KTAS Our level. sea of 53.3% only is flow fuel the yet but level, sea at than greater 7.39% is FL300 at speed air true The nm/gallon). fuel efficiency (and nautical mile range) has morethan like doubled. going It’s upstairs and getting an extra 402 gallons from Air Force tanker for free. an Now for our Pratt&Whitney (or Garrett) brethren fuel flow at altitude is even more of a deal. With the Pilatus PC12-10 (PT6-67) PC12-10 Pilatus the With deal. a of more even is altitude at flow fuel brethren Garrett) (or Pratt&Whitney our for Now nm/gallon). 2.51 at efficiency (fuel JetA of gph 91.49 of cost a at but torque) psi (36.9 KTAS 230 doing are we level sea at down 3.36 at efficiency (fuel JetA of gph 77.31 us costing KTAS 260 have we now and torque) psi 36.6 of (limit 14,000’ to up Climb nautical mile range just for climbing up to 14,000’. This 33.8% increase of nm/gallon). And if we decided to climb higher with the Pilatus PC12? Obviously it is nice to have friends in high places. Our Pilatus piston aircraft I’d suggest 65% power (11,450’ MSL) and get about a 19.157% increase of TAS. For the turbo-charged brethren turbo-charged the For TAS. of increase 19.157% a about get and MSL) (11,450’ power 65% suggest I’d aircraft piston (above at maxed-out is 65% which at altitude the see You’ll manual. flight aircraft your of 5 chapter in charts power your at look the critical altitude of your turbo-charger), that is the altitude to use for best true air speed for 65% and power, of course best nm/gallon. With the Piper Malibu (pa-46-310p) as an example, at 19,000’ (ISA) the climb rate power decreases is still available at FL250 service rapidly. ceiling. And at But So I sea instead at level, of FL250. you’d 147 have KTAS 205 KTAS 65% instead of 10 nm/gallon either. think you’ll mind getting 14.64 nm/gallon don’t Limits of Benefits Clause Limits of Benefits But of course, even the readers of & Twin Turbine magazine do not have unlimited horsepower/thrust available. Some of us have normally aspirated engines that can’t produce more than 75% And power (ISA). what at about 7,750’ the turbo-charged And the turbo-prop brethren? (ISA)? altitudes at 19,000’ pistons that have critical of course the answer still holds true. Climb as high as you can Well while producing the power (thus calibrated air speed) that normally-aspirated a For nm/gallon. your increasing substantially while speed air true higher a of benefit the reap and want, you (Continued from Page 30) 1.478%/1000’ with off started we that is altitudes density various at CAS:TAS of ratio this with happening be to seems what Now pay it does only Not ratio. 2.3097%/1000’ at now are we 36k’ at and 10k’, at are we time the by 1.6367%/1000’ then low, down the elevator up to. each floor you take benefit is higher for but the rate of to go upstairs,

32 33 27000 27000 27000 27000 27000 27000 27000 27000 20300 21400 22400 23200 23900 24800 25500 26200 . 197 214 228 242 247 247 171 171 171 176 181 186 192 192 192 (Continued on Page 34) -80.70 -80.70 -80.72 -80.75 -80.78 -80.82 -80.85 -80.48 -80.48 -80.50 -80.53 -80.55 -80.57 -80.60 -80.62 -80.65 -80.67 27.17 27.23 27.30 27.37 27.43 27.50 26.73 26.77 26.82 26.87 26.92 26.97 27.02 27.07 27.12 f at is FL230. 12:03 12:04 12:05 12:06 12:07 12:08 11:54 11:55 11:56 11:57 11:58 11:59 12:00 12:01 12:02 Alt 300 400 2400 4200 6300 9000 19300 28000 10500 11000 12000 14100 15400 16900 18000 173 147 165 144 153 147 137 166 203 189 168 168 173 GS 110 115 track log of Pilatus N454PS that put in the remarks section “REQUEST UNRESTRICTED m -80.47 -80.47 -80.17 -80.17 -80.22 -80.25 -80.27 -80.30 -80.32 -80.33 -80.37 -80.38 -80.40 -80.43 -80.45 Long -80.17 -80.17 26.55 26.60 26.63 26.68 26.28 26.32 26.35 26.40 26.47 26.52 Lat 26.20 26.20 26.23 26.25 26.27 www.flightaware.co 11:52 11:53 11:49 11:50 11:51 11:46 11:47 11:48 11:44 11:44 11:45 11:41 11:42 11:43 Time 11:40 (Continued from Page 32) Here is CLIMB” for a flight on 8 July 2006. So what happens is we are handed off from FXE tower to Miami TRACON who immediately tell us to climb to 4k’, and before and 4k’, to climb to us tell immediately who TRACON Miami to tower FXE from off handed are we is happens what So sector another given are we 10k’ to get can we before and 10k’, to climb to us tell who sector another given are we 4k’ reach we the first altitude that we level-of and another climb to 16k’. Low and behold (much less than .78 Mach) can we get are out actually of better in climb gradient than the other bigger (but We older) aircraft. pay scale is determined by how many Remember a controller’s a controller airspace faster vertically than we can horizontally. “long” they were in his airspace. aircraft “were” in his airspace, not how of 845 nm. We also include in the remarks section “REQUEST UNRESTRICTED CLIMB”. also include in the remarks section “REQUEST We of 845 nm. the reason is even though most twin&turbine readers are slower during the cruise Why Well phase the of request? their flights Now anytime there is a published departure procedure out of your departing airport, JetA fill-up to a cup of FBO coffee you will you coffee FBO of cup a to fill-up JetA airport, departing your of out procedure departure published a is there anytime Now get that departure clearance. Therefore use it to your At advantage. Fort Lauderdale Executive instead nm it 875 is about the Fort Lauderdale DIRECT, CRG Nine J53 PHK ARKES VKZ348026 file we Thus transition. ARKES an with departure (FLL9) Pittsburgh). Intention is file for FL270 (great circle course is 002°T at 845.6 nm) but we absolutely must stay in the good graces good the in stay must absolutely we but nm) 845.6 at 002°T is course circle (great FL270 for file is Intention Pittsburgh). of Miami Center computer (and all the other center computers). Filing direct FXE-LBE will get us a clearance not even close clearance that will take us at least 5 minutes to even write down. to that, in fact we will likely get a full route take a look at some of the tools to make a better plan. take a look at some We are leaving Fort Lauderdale Executive (FXE) and doing a fairly lengthy trip to Latrobe (LBE), Pennsylvania (near Remarkable Changes to Your Plan Your to Remarkable Changes on depends all It altitudes? lower and lower-class to us relegating and aircraft of stratification ATC this do we can what then So how you plan on getting treated. Every IFR clearance is preceded by an IFR flight plan filed (most of the time anyway). Let’s during the descent this .78 Mach aircraft will be going down to altitude that has been long since vacated by the .41 Mach aircraft Mach .41 the by vacated since long been has that altitude to down going be will aircraft Mach .78 this descent the during (such as many turbo-props). The reason why is because that is what air traffic control is supposed to do; maintain separation and expedite traffic in an orderly an in traffic expedite and separation maintain do; to supposed is control traffic air what is that because is why reason The It is indeed manner. their mantra. Now to make things easier ControlAir for CenterTraffic Route them, willan never have to worry about a .78 Mach aircraft eating up the 5 nm And minimum separation at cruising altitude if everyone else is .78 Mach. very simple for air traffic control to decide which road (and thus altitude) you were going to take. If your cruising air speed (or speed air cruising your If take. to going were you altitude) thus (and road which decide to control traffic air for simple very lower “s” and put you simply removed the same direction, they others going in the is slower than Mach number) m

m case, the answer 78 nm, slight steeper than the trigonometry result of 81.7 nm. back go use, to rate descent what determine to trying are you If speed ground knot 250 have you If rule. profile 3° simple our to 5. by speed ground the multiply 3°, for rate descent a want and So a 250 knot fpm ground for speed 3°, requires a 1,250’ 200 etc. fpm, knot ground speed requires 1,000’ Remember the idea is to hold on to benefits of) your for as long altitude as you (and can. Spend the your altitude only when you need to and take advantage using the lower power setting when finally doing so. Paul Sanchez, CFII – MEI [email protected] (305) 389-1742 www.paulsanchez.co Vertical navigation Vertical is means where we calculate the start of descent to an altitude based on rate or angle. On the Garmin GNS430 or GNS530 there is vertical a speed wonderful required to tool the airport where elevation is the calculated each And second. if the vertical speed required right now is - of), capable is aircraft your fpm -1500 the of (instead fpm 500 now? why do the descent But if it was Washington (ZDC) Center descend to that Ask FL240, negotiate. ZDC let’s if we can wanted have a us to –XXXX of capable are we because restriction altitude crossing fpm. Thus you end up descending to FL240, but only when you need to. A nice -3° profile (relatively shallow for higher altitudes but AGL) is 318’/nm orfine 3.15 less nm/1000’. than If 10k’ you today, cooperative is Center and lose to altitude of 26,000’ have stave your off descent until 81.7 nm remaining to destination. Now for those who Honeywell don’t KLN90B to calculate try have that the VNAV, rule of the Garmin 3. Change of altitude GNS530 (1000’) x 3 nm = descent or point. In this (Continued from Page 33) (FL270), had no problems whatsoever with behind us faster because we aircraft were not on the airway, but point at we have to some descend. The trick is descending when you need to (aircraft performance) rather than when you. ATC tells EDS270002 MMT CTF270019 PSK120028 CLT090020 GSO270019 MGW120013 IHD300006 ROA270001 LWB120020 the Summit Descending from EKN120018 we had a great continuous Well climb to our cruising altitude faster than our .41 Mach. We stay out of their way, and we have our way to where we want to go. The center computers (ZMA, ZJX, ZTL, ZDC, ZOB) would strip. get a route looking like this on our progress SVN270003 SSI090004 CRG J53 PHK ARKES VKZ348026 To To keep Atlanta, Washington, Cleveland Center computers happy waypoints RNAV (based on VOR/radial/DME) were inserted for each center’s airspace. So the net result is we are on a straight line between Craig (CRG) and Latrobe (LBE), horizontally off to the side of aircraft that are doing much route to take. Well this is where using the better planning tools planning better the using where is this Well take. to route can pan out very well. From the departure exit (ARKES) we filed for the Jet route J53 to Craig(CRG) but only because Miami Center does not like to issue directs to waypoints not in the airspace. Jacksonville (ZJX) Center is happy to give us off us keeps that as ORL) even perhaps (or CRG from direct a the airways. altitude, N454PS went from 192 knots ground speed to 247 knots. Not a bad day. Heavies Faster Avoid the Side Roads to Taking Now that we have climbed relatively quickly to FL270 (and quickly using less fuel flow) now comes the issue of which Note how from 11:40 EST waiting no to level-offs, no was 12:02 There minutes. 22 EST just in N454PS 26,700’ climbed for faster aircraft to climb above first. Just continuous climb from hand-off to Miami TRACON, until reaching cruising altitude of FL270. Four minutes after reaching cruising

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your l l ne ag ra im Ho 2 2 one oid oid . o n e -1 e ene m H Av Extend th G PC H m [email protected] his article is designed to provide information of general interest to the public and is not intended to offer specific legal advice. You should You advice. legal specific offer to intended not is and public the to interest general of information provide to designed is article his or T attention. Company or your tax and aviation advisor if you have a matter requiring Aircraft Taxation Advocate consult Louis M. Meiners, Jr. is an attorney and CPA who serves as president of Advocate Aircraft Aircraft Advocate of president as serves who CPA and attorney an is Jr. Meiners, M. Louis Taxation Company. practice Advocate’s is limited to serving the needs of owners operators and of aircraft. Services include aircraft operational analysis, sales and use tax management on aircraft acquisitions, income tax planning, federal excise tax planning, 325-1942, (888) at reached be can Meiners authorities. taxing before representation and THE ELECTION IS IRREVOCABLE WITHOUT PERMISSION OF THE COMMISSIONER. PERMISSION OF WITHOUT IRREVOCABLE THE ELECTION IS JD CPA, Louis M. Meiners, Jr., August 20, 2007 www.advocatetax.co the straight-line method of to depreciation elects that taxpayer a over section this of purposes the code…for Revenue Internal of class sections other under aircraft the life…although for depreciation the taxpayer uses another methodology to taxpayer all for method that use calculate must operates it aircraft any for paragraph this under life class and method straight-line the use provided taxpayer any uses taxpayer the period entire the for method that use to continue must and operates it aircraft provided “the amount of depreciation is determined by When the aircraft has been placed in service in an earlier taxable aircraft.” year, taxpayer the thought as aircraft the of life class the cost…over original the to depreciation of method straight-line the applying in service.” from the year the aircraft was placed used that methodology Under Proposed Regulation 1.274-10(t)(3) Regulation Proposed Under The new proposed regulations on entertainment use of aircraft by specified individuals include an election of the straight-line method solely for the purpose of determining depreciation deductions subject to disallowance under the entertainment rules. The Regulation states “in lieu of the amount of depreciation deducted in the taxable (d)(1) year, of solely this section, a for taxpayer may elect purposes to treat it of as its paragraph depreciation deduction in the amount that would result from using Depreciation For Calculating Entertainment Disallowance Entertainment Calculating For Depreciation

36 37 (Continued on page 38) also provides in aircraft flight training. flight aircraft in provides also This training can be completed on he Recurrent Training Course is a one or two pilot three day course. The Recurrent course is more structured than he Turbine Single-engine Instrument Refresher Course is and a one or two pilot two day course. It focuses on FARs SimCom site at location the or customer’s in Orlando/Scottsdale. Flight subject material to be covered. System knowledge assessment is accomplished by the satisfactory completion of a ARC exam. The is well written suited for Scenario Based as Training well. Some insurance companies do not accept completion of an ARC as meeting their requirements for recurrent training however. T the ARC. All systems are reviewed regardless of the pilot’s experience level. Scenarios can be who implemented have for previously pilots trained multiple times. this course is based upon currency and experience level of the Eligibility for pilot. T who someone for option good a is This Procedures. Instrument aircraft. has recently upgraded avionics in their

two day course. Of all the curriculum, this is the most he Advanced Refresher Course (ARC) is a single pilot he Initial Training Course is a one or two pilot six day course. The curriculum is such that the sixth day is new to turbine operations. It is a one or two pilot course he Turbine Transition Course is designed for the pilot approved by both insurance companies and Pilatus, we ven though SimCom is the only training organization

T determines customer The content. course to regards in flexible available for training in the customer’s aircraft. The Initial all aircraft systems. course provides an in-depth training of T T completed in one day. It establishes a solid foundation and working knowledge of turbine engines. training tailored to meet your needs. training tailored to meet are may not be aware of all the training offer. Hopefully programs this that brief we overview will provide an insight to our curriculum and, in turn, enable us to provide you with continually strive to set the benchmark for training providers. training for benchmark the set to strive continually SimCom provides training that is personalized, and friendly, times several us with trained have you of Many value. good a REAL LIFE TRAINING LIFE REAL E SIMULATORS FOR FOR SIMULATORS o improve our curriculum, Series 9 SimCom manual and has created a revised separate manual the for the he bottom line is training has proven to enhance safety. commitment A on the part of the customer is essential to can best serve you the customer. Goonen Tom [email protected] T Series 10. Also, new emergency procedures quick reference have Devices Training Flight The published. been have guides received several upgrades as well. New visuals that are Level D Simulator equivalent and include the Denver Airport high for altitude operations have been installed. The night time Garmin 530 has been A graphics have improved dramatically. installed in Orlando to offer the flexibility ofeither the trainingKLN-90B or the Garmin with 530 GPS. More upgrades a comfort, improve to replacement seat include to planned are generic runway to be positioned where needed and improved weather capabilities. T maximize the benefit of the training. Providethe the instructor areas you desire to be training. emphasized And on most importantly, the dedicate first the day time allocated of to training so you can receive the most benefit. SimComalso committed is to providing you the highest quality training welcome comments and possible. We suggestions on how we (Cont. fromPage 37) fromPage (Cont. he methodology training basis and content course for of standardization SimCom’s curriculum is to promote completion: incomplete, classroom VFR, only, IFR, Pro ach curriculum has an outline for various levels of SIMULATORS... them. A comprehensive review of airworthiness directives and directives airworthiness of review comprehensive A them. service bulletins was provided. These roundtable discussions are planned annually. facilities. These instructors have diverse backgrounds with one common denominator leading to excellence in training. SimCom and Pilatus have conducted roundtable discussions with the goal to enhance standardization, identify operation Mark and Duncan Peter knowledge. product enrich and avoid issues to train to how and mistakes world” “real discussed Wood of training, let your instructor know what areas you wish to the instructor can best meet your needs. have emphasized so T among instructors. We have 24 dedicated full and part time PC-12 flight instructors between the Orlando and Scottsdale E Status, or Pinch Hitter. The FAA Practical are used Test for Standards objective evaluation of performance to achieve satisfactory completion. The course the to add can instructor The content. course minimum curriculum also establishes minimum to meet the needs of the On customer. the first day training is offered as a three day, 15 hour syllabus or a five day, day, five a or syllabus hour 15 day, three a as offered is training 25 hour syllabus. Customized daily training is also available. This training is ideal experience requirements. operating for meeting insurance company’s

38 39 y

Flight Display They use state-of- Dick Foreman Dick Mark Huntle Mark Flight Display Systems are great! I have had Corporate Pilot, Pilatus PC-12 Owner, Pilatus PC-12 - N121RF Owner, NEW 15-INCH SLIDE MOUNT LCD, 15-INCH SLIDE MOUNT NEW AS INSTALLED BY EPPS AVIATION EPPS BY AS INSTALLED Available today from your avionics dealer avionics your from today Available www.FLIGHTDISPLAY.com system.” am always supported. Thank you for am always supported. making an awesome cabin entertainment Moving Map your equipment for several years and “The new graphics on the Display Systems for all of your cabin Display Systems for all of your entertainment needs.” has been a pleasure. technical the-art technology and friendly Flight support. I would highly recommend “Working with “Working

s there an altitude limit for theVCCS (vapor cycle cooling system)?

ANSWER 50 % Cockpit light, and Clock - Cargo Door, Question #5 What are the minimum GPU volts and amps for engine start on the PC-12? and 1,000 amps on the GPU ANSWER - 28 Volts ANSWER - airspeed limitation Vne is a limitation based on structural limits...Vno is an based on aerodynamics. Question #3 I ANSWER However... limitation. - The VCCS (vapor cycle cooling system) has a 25,000’ before one of your passenger informs you... your will probably never reach that altitude I’M FREEZING! Question #4 What items are powered by the battery direct bus? SUMMER 2007ANSWERS! Question #1 The amber FUEL PRESS light on the panel CAWS comes on at what pressure?Where is this measured, and what should happen automatically? and it ANSWER - at any pressure less than 10 P.S.I. The amber fuel press light comes on separator. is measured at the air Question #2 What is the different betweenVne andVmo? M.D.A.? Question #4 Is it possible to release just the shoulder straps of the crew seat belts? FALL 2007 QUESTIONS!FALL Question #1 have noYou left main gear light after selecting gear down.What are five things you can do to determine that the gear is down and locked? Question #2 The autopilot is engaged but you have not selected any functions on the autopilot control panel.What attitude will the aircraft assume? Question #3 Is it permitted to allow the autopilot to fly the missed approach from D.H. or

[email protected] [email protected]

Ted Otto Ted SimCom Q&A SimCom

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41 ©Gulfstream Aerospace Corporation Aerospace ©Gulfstream (PDK) 1 Aviation Way Aviation 1 Atlanta, GA 30341 Atlanta, GA (770) 458-9851 Dekalb-Peachtree Airport Dekalb-Peachtree Ben T. Epps - 1907 T. Ben Pioneer Aviation Georgia’s www.eppsaviation.com IN THE SOUTH IN THE SOUTH for the NBAA Convention being held in Atlanta. Fly into EPPS Aviation at PDK September 25-27th Legendary Service Legendary Service Convention wonderful PC-12! Aircraft will fly into 12th Annual POPA Private FBO located at Palm Coast, Florida Hammock Beach Resort's and learn all about your May 29th - 31st, 2008 Hammock Beach Resort Mark Your Calendars Now! www.hammockbeach.com What a great place to see old friends, make new ones, flager county airport (X47).

On behalf of the entire crew of Pilatus and Western Pilatus PC-12s”. The first day of sessions the conferenceof hands-on, consistedPC-12 technical walk around of two training at one of hangars, Western’s similar to the sessions conducted at the annual Convention POPA in San Antonio. A Welcome Reception followed in the evening that gave everyone an other participants. socialize with all the opportunity to Following morning, a full-day conference convened at 8:00AM, and featured by Pilatus, technical Pratt presentations & Whitney Western Aircraft, Canada, Simcom Honeywell, and POPA. In addition to presentation handouts, on a DVD. presentations was given to the audience a digital copy of all Aircraft, I would like to thank all attendees for taking their part their taking for attendees all thank to like would I Aircraft, are currently in our 2007 Regional We Operators Conference. in 2008. working on the details of our next conference Wolak Piotr “Pete” President Customer Service Vice Field Service Engineer, conduct “Technical Walk Around on Around Walk conduct “Technical Field Service Engineer, Aircraft hangars. Western PC-12” course in one of Your Mark Loos, Maintenance Training Instructor and Mark Wood, Wood, Instructor and Mark Mark Loos, Maintenance Training Pilatus conducted its second annual PC-12 Regional Operators Conference on June 27-28, 2007 at The Grove Hotel in Boise, Idaho. The Conference was co-sponsored by Aircraft, Western Authorized Pilatus’ PC-12 Sales and Service northwestern United The Center States. invitation-only conference was attended by PC-12 owners, operators, Pilatus Service for Centers the and vendors directly responsible for supporting Pilatus Aircraft. For participated (POPA) in the the agenda and firstpresented an time,update “Making titled a POPA Difference PilatusFor Owners and OwnersOperators of Pilots and Association 2007 PC-12 Regional Operators Conference Operators Regional PC-12 2007

42 43 Aviation Store) one of the largest aviation stores in the United the in stores aviation largest the of one Store) Aviation States. For more information, visit www.banyanair.com. attended the 2007 annual Pilatus Support Meeting Colorado. in This Vail, meeting covered technical PC12 issues aircraft as with well the as information on their the latest PC12/47E, aircraft which is currently on the production line. In anticipation of servicing this new Pilatus model, Banyan will receive training in early 2008 and add the necessary tooling requirements. Over the last year, Banyan aircraft exceeding has 195 work orders serviced for Pilatus over avionics and 50 maintenance. Pilatus In addition, tracking Banyan for provides aircraft owners maintenance on service bulletins and airworthiness directives. maintenance requirements, Banyan’s turbine including services, maintenance aircraft comprehensive aircraft and engine maintenance, structural repairs and modifications, maintenance avionics department installations and support, exterior painting and interior part sales offers and distribution. refurbishment, In addition to servicing Pilatus aircraft, Banyan specializes in King Air, Citations, Hawker and Learjets. and Banyan EASA is approved both repair an station, and Brazil. FAA Argentina, and Venezuela, maintenance approvals for holds government Banyan is a 24-hour FBO offering fuel and ground services, aircraft sales and management, and Hangar63 (Banyan’s July 16, 2007 Pilatus Demate Performs First Banyan Fort Lauderdale, FL – Banyan since Air aircraft servicing been has Airport Service Executive Lauderdale located at Fort 1979 and has been an authorized Center since Pilatus 2002. Satellite Recently, Banyan’s turbine Service maintenance department preformed their firstThe project 10-year required Pilatus extensive special demate. tooling shoring. fabrication of wing and custom Rodriguez Misael and Starratt Hartley Florio, Curtis Banyan’s under work the performed and shoring necessary the fabricated job, easy an was “This Day. Dan leader, crew of direction the partially because a lot of thought went into the design of the aircraft and because of the support we received from Pilatus Florio. Curtis remarked Frank.” Mark Engineer, Service Field Florio is Banyan’s expert with Pilatus aircraft and recently Press Releases nc. Sales, I viation A by system, a new cockpit designed by BMW DesignworksUSA, and a more powerful Pratt & PC-12 100th celebrates Pilatus Delivery everyone involved with Pilatus looks brighter than ever.” The Next Primus Honeywell integrated fully a including improvements, Generation PC-12 Apex avionics features a Group number of engine. Whitney Canada PT6A without them, and we look forward to many more Sales years Aviation of Domenico Lou and Dave of together.” success commented at the delivery; “Pilatus has grown from being a new player in general aviation circles to excellence. With the the Next Generation PC-12’s standard revolutionary of for future the year, next market to coming technology cockpit Aviation Sales has been an outstanding partner to Pilatus since Pilatus to partner outstanding an been has Sales Aviation Hunziker, Thomas said program”, PC-12 the of beginning the President and CEO of Pilatus Business Aircraft, Ltd. “They have first-class dedication of to customerPC-12 knowledge to service,share, and best of all, a wealth they are great people to just work with. Our family wouldn’t be the same southern California. Their 100th PC-12 delivery brings the worldwide fleet of PC-12 business aircraft to well over 700 aircraft. 1971 and has been an authorized Pilatus Dealer and Service Center since 1994. Aviation distributor in the United States and has consistently been one Sales was the of the top selling firstcenters since the program’s inception. The PC-12 company’s territory encompasses the and Arizona, southwestern Mexico, New Texas, Colorado, United including States, distributors, celebrated the delivery of aircraft their today. 100th The PC-12 milestone aircraft corporate owner was to replace an delivered older PC-12 to purchased from a Sales. Aviation Located at Centennial Airport in (KAPA) Denver, Colorado, Aviation Sales has been selling and servicing aircraft since Aviation Sales, Inc., one of the world’s leading Pilatus PC-12 Pilatus leading world’s the of one Inc., Sales, Aviation

44 45

m

Fifth Consecutive Diamond Fifth Consecutive For Pilatus-Authorized Service Center. For Pilatus-Authorized FAA’S 2006 DIAMOND AWARD 2006 DIAMOND FAA’S Todd Smith Todd – Service President Vice [email protected] ATLAS PILATUS CENTER WINS WINS CENTER PILATUS ATLAS July 20, 2006 July 20, 2006 his staff, saying: “Our Maintenance Technicians deserve all the credit, thanks to their continued efforts respected in award. winning They this have also made Atlas Pilatus a Center leading Service Center network.” In in recent Pilatus years, Atlas Aircraft’s Pilatus expanded its operations, to the point that it worldwide now services some Center has greatly 68 Pilatus PC-12s. for responsible solely is Atlas that out points Smith addition, In maintaining a growing fleet of 28 PC-12s whichare operated by Alpha Flying for its popular PlaneSense aircraft fractional civil largest world’s the is “It Smith, Says program. ownership It’s hours. flight 75,000 over logged has which PC-12s, of fleet clear to me that our reputation and experience in maintaining this fleet is largely responsible for our expansion and growing customer base.” Smith notes that Atlas relocate Pilatus to a Center new 84,000 will sq. ft. facility in Portsmouth, Hampshire. New “The investment is a strong continued testimonial growth, especially in to the past our few years and, most important, our commitment to flightcustomers.” safety and our loyal Pilatus for agency sales exclusive an also is Center Pilatus Atlas Aircraft in New England, New York, New Jersey, Delaware and Michigan. (Manchester, (Manchester, NH) Atlas Pilatus Hampshire Center, Manchester, has New been recognized Administration for (FAA) excellence in by maintenance training the Federal with the presentation Aviation of the 2006 Under Award. the Diamond auspices of Aviation Technician Awards the program, FAA’s signifies the highest level that aAward company the Diamond commitment its Agency to demonstrating clearly by attain, can recurrent and initial comprehensive via safety, of aspects all to Technicians. Maintenance Aviation training programs for its Todd Smith, Atlas’ Vice President, Service, commended

Press Releases Completes Cold Weather Trials Weather Completes Cold Next Generation PC-12 Crosses Atlantic, PC-12 Crosses Next Generation more powerful Pratt & Whitney Canada PT6A engine. The aircraft is on track for certification at the end of this year. Slated for certification at the end of 2007, the Next Generation Next the 2007, of end the at certification for Slated PC-12 features a number of improvements, including a fully integrated Honeywell Primus Apex avionics system, a new cockpit designed by BMW Group DesignworksUSA, and a verified their operation throughout the entire environmental envelope. behavior under extreme cold temperatures. The tests evaluated evaluated tests The temperatures. cold extreme under behavior the performance of the electrical system, battery power for engine start up, avionics system start up, and displays, and until 1963 and today is the regional airport. The cold weather trials demonstrated the new systems of Nunavut, is an ideal test temperatures, location an due 8,600 to foot its runway very and restrictions. low The lack airport was of operated by airspace the US Air Force cold temperatures down to temperatures of -10 °F and less”, said Ulli Gehling, Director Program Management. Iqaluit, the regional capital of the Canadian Inuit province new systems performed exceptionally well and without any problems. The new avionics and the displays in exceeded particular all our expectations while experiencing extreme “The entire transatlantic flight was great. All systems operated operated systems All great. was flight transatlantic entire “The perfectly and the aircraft completed its cold weather testing a day early. During the cold weather trials in Canada, the trials, before arriving at Pilatus’ North American headquarters American North Pilatus’ at arriving before trials, in Broomfield, Colorado. While making Switzerland, its weather cold of series a for Canada Iqaluit, at stopped PC-12 first the transatlantic journey prototype from Next Generation Michel Filion Quebec, Canada Scott Ferguson Louisville, KY Gerald Smith Santa Fe, NM Glen Passmore OK Pryor, Steve Gose Roberts, MT Donald Smith Rockford, MI Photo by Venzin and Buhler Photo by Venzin

S/N #789 CG-FLN S/N #798 N798RG S/N #801 N801J S/N #808 N808PC S/N #820 N626MT S/N #823 N823PE

Niels Valentiner Niels UT Salt Lake City, Pelt, Jr. Van Donald “Van” IL Warrenville, Brian Robinson AZ Phoenix, Char Marissa Gregg Opa Locka, FL Weiherer Jeff Nuys, CA Van Phil Martin TX Houston, John & Betty Kay Compton McMinnville, OR News, Announcements, Notes...

Welcome New Members S/N #368 N368PC S/N #460 N460PB S/N #575 N575PC S/N #582 N582DT S/N #719 N719PC S/N #781 N781PE S/N #784 N784BK

46 47 Deadline Dec. 1

Mar. 1 Jun. 1 Sept. 1

Apr-Jun Oct-Dec Jul-Sept Period Jan-Mar www.hammockbeach.com

AUTHORS NEEDED!

Looking contributors to for the POPA return,Newsletter.you will In receive free membership in regular, POPA. If Laura interested, at the POPA quarterlyHome please Office. contact Newsletter SubmissionsMembers are invited forto publicationsubmit articles in theWe POPA reservenewsletter. the right deleteto edit, information correct or toformat. fit the newsletter Issue Spring Summer Fall Winter

May 29th - 31st Palm Coast, FL form over the phone. September 25-27th NBAA Atlanta, GA October 4-6th AOPA Hartford, CT October 13-17th IACP New Orleans, LA October 17-20th MMOPA Tulsa, OK September 12-16th RENO AIR RACES Reno, NV Mark you calendars now! office to complete your renewal POPA DUES ARE...DUE! Feel free to call the POPA Home

Laura will be happy to talk to you.

2008 POPA CONVENTION!2008 POPA

Pilatus Calendar 2007 POPA Board POPA Administration President Executive Director Ty Carter Laura Mason Phone: 800.282.1219 Phone: 520.299.7485 Cell: 770.605.2790 Fax: 877.745.1694 [email protected] Cell: 520.907.6976 [email protected] Vice President Bob MacLean Phone: 978.369.5295 [email protected]

Board Members: Dick Wikert Phone: 402.727.5149 [email protected] Non-Profit Status Doug Bradley Phone: 785.826.9671 The Pilatus Owners & Pilots Association has been granted [email protected] exemption from income tax under Section 501(c)(7) of the United Stated Internal Revenue Code. The Internal Revenue Service (IRS) has classified POPA as a “social Pete Welles club” and has assigned Employer Identification Number Phone: 443.690.1357 EIN #31-1582506 to our Association. Annual dues are [email protected] not deductible as a charitable contribution, but members will likely be able to deduct annual dues as a business Lowell Sando expense. Consult your tax advisor for details. Phone: 408.782.3003 [email protected] Disclaimer The comments, articles, stories, letters and information contained in this newsletter are the personal opinions Board Advisors: of the writers, and are not construed to be official policy or commentary of Pilatus Owners & Pilots Phil Rosenbaum Association. Mike Fitzgerald Mike Haenggi Neither the Association, nor its directors, officers, Piotr “Pete” Wolak nor the editor or publisher gives any official sanction to any of the articles, stories, letters or information contained herein.

THE PILOT IN COMMAND (P.I.C.) IS RESPONSIBLE FOR THE SAFE AND PROPER OPERATION OF HIS POPA OR HER AIRCRAFT. IT IS THE RESPONSIBILITY OF THE P.I.C. TO OPERATE THAT AIRCRAFT IN 6890 E. Sunrise Drive COMPLIANCE WITH THAT AIRCRAFT’S PILOTS OPERATING HANDBOOK AND OTHER OFFICIAL Suite #120-Box #114 MANUALS AND DIRECTIVES. Tucson, AZ 85750 www.pilatusowners.com