INTERNATIONAL FLYING THE DIY TRAVEL PREP MAGENTA LINE Border crossings made easier Will you fall victim? EJOPA EDITION PAGE 14
THE PRIVATE JET MAGAZINE • SUMMER 2015 ECLIPSE AND KESTREL ARE ONE!
AUTOMATED FORECASTS Why computer WX prediction is worrisome READY FOR A FLYING CAR? Lots of manufacturers race from freeways to airways
PAGE 54 FAA Type Ratings & Recurrent Flight Training
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jetAVIVA is an authority on owner/operator flown turbine aircraft, oering acquisition and sales services backed with the experience of completing hundreds of transactions. Furthermore, we provide acceptance, delivery, and training services in all production light turbine aircraft. jetAVIVA is focused Featured in AOPA PILOT Magazine on providing Clients with comprehensive services to choose the right aircraft and operate it with maximum eciency and safety. Customized Flight Training Programs on Your Time at Your Location
FAA Type Rating Practical Tests & Recurrent Training Per FAR 61.58 CE-500 • CE-510 • CE-525 • CE-560 XL • CE-650 • LR-JET • RA-390 • DA-50
Contact Us To Learn More: 844-296-2358 Learn what jetAVIVA can do for you at www.jetAVIVA.com [email protected] JohnAzma.com or contact us directly at [email protected] or +1.702.551.2055 contents 06.15 FEATURES 22 28 32 38 44 48 ECLIPSE FORECASTS MAGENTA LINE GOING HERE COME THE WHEN LEATHER SURVIVES REPLACED BY THINKING INTERNATIONAL FLYING CARS WENT TO WAR An improved AUTOMATION How many Research and One of the The fightin’ A-2. Eclipse 550 times do you preparation longest-running suggests the VLJ BY SCOTT C. just follow the required for fantasies in BY JAMES concept is alive DENNSTAEDT course your GPS complex world aviation is about WYNBRANDT and well, for one creates? BY DAVE HIGDON to become real. model at least. BY THOMAS P. BY PAMELA BROWN BY BILL COX TURNER Give your iPad ATTITUDE
Read the First Look review on the Eclipse 550 starting on Page 22
4 I CONTRAILS I SUMMER 2015 WAAS GPS unlocks track up Backup ATTITUDE app moving map and terrain Subscription-free datalink WEATHER Dual band ADS-B TRAFFIC Give your iPad ATTITUDE STRATUS SECOND GENERATION The award-winning Stratus turns your iPad into the ultimate summer flying tool, delivering subscription-free weather, ADS-B traffic, GPS position and backup attitude information--all from a wireless receiver that fits in your pocket. But more capability doesn’t mean more hassle. Stratus features 8 hours of battery life, easy one-button operation and costs 30% less than comparable ADS-B receivers.
FEATURES: • Built-in AHRS for backup attitude • Dual band ADS-B traffi c • Subscription-free in-fl ight weather • I mproved GPS and ADS-B reception • Totally wireless with 8-hour battery • Made for ForeFlight Mobile • Designed and built in USA 8217A $899.00
©2014 Sportsman’s Market, Inc. CN1405A • 1.800.SPORTYS • SPORTYS.COM/STRATUS contents 06.15
DEPARTMENTS 8 PUBLISHER’S LETTER It’s ocially summer 10 LIFESTYLES The best new gadgets available to pilots on display. 12 COMPANIONS’ PAGE Must-have products to make those cross-country trips more pleasant.
14 ECLIPSE AND KESTREL ARE ONE BY MARCUS ADOLFSSON
16 FMS APPROACHES 10 AND VECTORS
18 KEEPING YOUR AIRCRAFT 54 IN CHECK
19 GOING HOME Flying an Eclipse across the pond to Sweden. BY MARCUS ADOLFSSON 54 WEATHERING THE WEATHER Weather data all comes from the same place, but there are big dierences in how it’s presented and in what else the app does. BY WAYNE RASH JR. 58 HUMANITARIAN EFFORTS Living (doing) the good life BY JUDY BUMGARNER 60 A PILOTSHAPING PURPOSE A Canadian aviator is working to give everyone a plan for living a happier life. BY LYN FREEMAN 62 PARTING SHOTS 12
6 I CONTRAILS I SUMMER 2015 SUMMER 2015 VOLUME 2/NUMBER 2
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SUMMER 2015 I CONTRAILS I 7 Publisher’s Letter IT’S OFFICIALLY SUMMER By Thierry Pouille
t seems like just moments NASA investigators studying the problem have developed a theory ago it was winter. We were that aircra experiencing crystal icing are ying through dense taxiing through icy pud- clouds of small ice crystals. e crystals are ingested into the engines dles and slogging around where they melt on the warm surfaces inside the engines. During on snowy ramps. But by ight, the surfaces eventually become cold enough that ice can begin EMBRAER PHENOM 100 I everyone’s reckoning, to build up, or accrete, which can aect the normal operation of the N389MW, Belted Potty, Aerowave 100 In-Flight Internet, TCAS I, Dual Transponders (ADS-B Out Compliant), Enrolled summer is nally here. But not engine. is is what’s behind the growing concerns over crystal icing. on EEC and ESP. Fresh 72-Month Inspection by Eagle Creek Aviation, an Embraer Authorized Service Center. without a ght! I had another run-in with icing in Florida of all places. I y in and My winter ying was inter- out of there regularly, and I’m used to being assigned lower altitudes esting. Besides my normal as I approach the peninsula. Lower altitudes help ATC de-con ict comings and goings, I had the steady stream of trac out of Orlando, Palm Beach, Ft. Lauder- the chance to y towards the dale and Miami. So I wasn’t surprised recently, when arriving from Galapagos. I say “towards” the the Dominican Republic, that ATC asked me to leave FL400 for Galapagos because, to be honest with you, I ew the last leg commer- FL260. No sooner did I arrive at my lower assigned altitude than I cial. Flying all the way to the Galapagos in your own airplane puts you found myself covered in ice. In Florida. Ice. In summer. Needless to in front of a passel of issues. Do you have the range to y there and say, that got my attention. back, given that fuel is not typically available there? And if you could Summer or winter, I guess icing is here to stay. solve the fuel problem, then there’s the he y landing fees, parking and is issue of Contrails takes a long look at the new jets from handling. It’s one of those situations where it makes lots of sense to Embraer, the Phenom 100 and 300. We also examine the advan- TWIN COMMANDER 900 TWIN COMMANDER 690B just put away your logbook and jump a commercial jet. tages and disadvantages of something that impacts all of us now, N927SM, Dash Ten Engines with 1832 SMOH and Enrolled on MSP, N36SW, Garmin G950 Avionics Panel, S-Tec 2100 Digital Flight Control But don’t let me discourage you in any way from ying down to the the automatic weather forecast. And do you ever nd yourself just Wide Chord Q-Tip Props, RVSM Certified, Dual Meggitt EFIS, 2100 System, Dash Ten Engines with 2117 SMOH, New Paint in 2013 and Galapagos. It’s an amazing journey just ying to South America and blindly following the magenta line on your screen? In other words, DFCS Autopilot, GNS 530 and GNS 430. Fresh 150 Hour Inspection. back. And heading toward the equator in winter is always a nice relief do you just let your GPS lead you to wherever you’re going? Maybe from colder weather. it’s something you want to rethink, especially a er reading this issue And, unlike winter ying, some of us aren’t as concerned about of Contrails. icing when the summer months roll around. at’s something we Despite the fact that your aircra cannot reach Hawaii from the might want to reconsider. West Coast of the United States, did you know you can still y your- Recently, I was ying in one of two Cessna Mustangs at FL380 in self to Japan? China? Russia? Read about it in this issue. IMC with a separation of about 25 miles. Both aircra experienced an If you’re not quite up to speed on all the ins and outs of international anomaly at exactly the same place along the airway — crystal icing on travel, we’ve got something in this issue for you as well. And for those an engine probe. Initially, I had an OAT of 33 degrees of ram air tem- of you who already enjoy crossing borders, stand by. Soon enough perature. When the RAT dropped to -15, the engine FADEC system I’ll be wheels up on our h Journey Around the World, ying to 29 rolled the power back to idle to protect the engine. My indicated air- countries, making 39 stops and covering more than 27,000 nautical speed went from 178 to 137, a little too close to the donut of 1.3 VSO. miles. I’ll have a full report in a future issue of Contrails magazine. TWIN COMMANDER 980 TWIN COMMANDER 840 Later, analysis on the ground with Team Mustang at Cessna is is our h issue of Contrails, and I sincerely thank all of you N940AC, Dash Ten Engines with 2245 SMOH, 411/913 SHSI, Garmin N848LG, Garmin G600 Panel with Synthetic Vision, Dash Ten Engines with helped us con rm the problem was crystal icing. eir suggestion? who have given us such strong encouragement and appreciation GNS 530 and Freon Air Conditioning. 1960 SOH (5,000 Hour TBO), Long Range Fuel (474 Useable Gallons), Follow the checklist and, if speed becomes an issue, as it did for me, for creating a magazine for those of us who y our own jets. It’s a Hartzell Wide Chord Q-Tip Props and Freon Air. ask for a lower altitude. wonderful niche in aviation that we thank you for helping us ll! Over the last 20 years, more than 200 airplanes have reported See you on the ramp! crystal-icing issues. One of the most recent was an MD-83 operating out of Ouagadougou in Africa on its way to Algeria. e airliner lost ierry both engines, and the aircra did not survive the encounter. ierry Pouille, Publisher eagle-creek.com | 317.293.6935 | 800.487.3331 Eagle Creek Airport | 4101 Dandy Trail | Indianapolis, IN 46254 8 I CONTRAILS I SUMMER 2015
ECA280_ContrailsAd.indd 1 4/17/15 2:47 PM EMBRAER PHENOM 100 N389MW, Belted Potty, Aerowave 100 In-Flight Internet, TCAS I, Dual Transponders (ADS-B Out Compliant), Enrolled on EEC and ESP. Fresh 72-Month Inspection by Eagle Creek Aviation, an Embraer Authorized Service Center.
TWIN COMMANDER 900 TWIN COMMANDER 690B N927SM, Dash Ten Engines with 1832 SMOH and Enrolled on MSP, N36SW, Garmin G950 Avionics Panel, S-Tec 2100 Digital Flight Control Wide Chord Q-Tip Props, RVSM Certified, Dual Meggitt EFIS, 2100 System, Dash Ten Engines with 2117 SMOH, New Paint in 2013 and DFCS Autopilot, GNS 530 and GNS 430. Fresh 150 Hour Inspection.
TWIN COMMANDER 980 TWIN COMMANDER 840 N940AC, Dash Ten Engines with 2245 SMOH, 411/913 SHSI, Garmin N848LG, Garmin G600 Panel with Synthetic Vision, Dash Ten Engines with GNS 530 and Freon Air Conditioning. 1960 SOH (5,000 Hour TBO), Long Range Fuel (474 Useable Gallons), Hartzell Wide Chord Q-Tip Props and Freon Air.
eagle-creek.com | 317.293.6935 | 800.487.3331 Eagle Creek Airport | 4101 Dandy Trail | Indianapolis, IN 46254 LifeStyles
New airport rental car option Go Rentals is a family-owned business founded by two brothers two decades ago. What started as a small company with a niche in passen- ger vans quickly grew into the only rental-car company catering to the private-jet industry. The company’s mission is to “create deep, meaning- ful relationships with our clients by going that extra mile in the form of unparalleled, customized one-on-one service. By hiring the best people and fostering an environment for service heroics, we are able to do this every day. Go Rentals currently operates out of 45 airport across the country, with more locations coming soon.” Search its website at GoRentals.com.
Arsenal of Democracy WWII Flyover To honor the heroes who fought in WWII and those on the home front who produced the tanks, ships and aircraft that enabled the United States and its Allies to achieve victo- ry, one of the most diverse arrays of World War II aircraft ever assembled will fly above the skies of Washing- ton, D.C. on Friday, May 8, the 70th anniversary of Victory in Europe Day, as part of the Arsenal of Democracy LS World War II Victory Capital Flyover. The flyover will include dozens of World War II aircraft flying in New aviation 15 historically sequenced Warbird formations overhead. The formations lm debut will represent the war’s major battles, Brian Terwilliger fell in love the day he from Pearl Harbor through the final soloed in a Cessna 150 at Van Nuys, Ca- air assault on Japan, and concluding lif., Airport. For him it was so much more with a missing man formation to than a deep, emotional attachment to Taps. Never before has such a collec- flying that many pilots feel when learn- tion of WWII aircraft been assembled ing to fly. Terwilliger was entering into a at one location to honor the large true romance with General Aviation. No one was really surprised when the young assemblage of veterans gathered at man announced he wanted to make a movie about what he’d discovered. The re- the WWII Memorial for a ceremony. sult was the highly acclaimed “One Six Right” about the Van Nuys (VNY) Airport. On Saturday, May 9, a selection Now the cinema auteur brings “Living in the Age of Airplanes,” released by of the planes will be featured at National Geographic Studios to theaters, museums and iMAX screens across the the National Air and Space Muse- country. The new film is a tribute to how airplanes have changed the world and um’s Steven F. Udvar-Hazy Center was filmed in 18 di¥erent countries across all seven continents, at 95 locations at Washington Dulles International across the globe. Narration is provided by Harrison Ford, and the music comes Airport for a one-day exhibition. The from Academy Award-winning composer James Horner (Titanic, Avatar). The nar- display will be open to the public rative weaves together the profound ways that aviation has transformed our lives, from 10 a.m. to 2:30 p.m. No ad- connecting countries and cultures while expanding horizons and minds. vance tickets are required. For a full list of theaters or to view the trailer, visit AirplanesMovie.com. Learn more at WW2Flyover.org
10 I CONTRAILS I SUMMER 2015 Legacy 600 Trailing Edge Kit New maintenance-protection kits developed for Embraer models and Gulfstreams Personal cabin Trisoft™ Covers Inc. has developed custom-sized, long-lasting protective-cover pressure monitor kits for the Embraer Phenom 100 and 300 and Legacy 600 and for Gulfstream While aircraft operating in the flight mid- and large-cabin models. levels have pressurization-failure These brightly colored covers are made of lightweight crosslink foam and pro- warning systems, pressurization acci- tect the trailing edges, gear-door corners, belly antenna and masts from damage dents are still with us. The Carlsbad, caused by facility lifts, stands and ladders. These protective kits also help eliminate Calif., company Aviation Technology personal injuries while working around the aircraft. has introduced the AltAlert, a new The XLPE foam is resistant to UV light, heat and cold, and its closed-cell struc- portable cabin-pressure monitor with ture is chemical-resistant and will not both visual and aural warnings to Phenom 300 Trailing Edge Kit absorb water. Trisoft maintains that its pilots of pressurization issues, well be- covers last 10 times as long as any other fore the onset of hypoxia. The device product on the market. clips onto a shirt pocket or can be Joe Garland, president of Trisoft, said, suction-cupped to a window and has “Trisoft is growing very fast. Our unique an 18-month battery life. The AltAlert patented covers have gained worldwide is based on a NASA patent with new interest. Our covers are protecting the algorithms to customize the unit for Aviation Industry in 10 countries, and aviation uses. here at home we have expanded to 31 states. These covers protect both the air- “I started researching the number planes and anyone who works near them in the hangar. As we like to note, ‘Trisoft of accidents, logged with the NTSB, is here to protect and prevent.’ Having covers in place before an accident occurs is related to pressurization,” Stacy the foundation to a solid safety program.” Sawaya, CEO of Aviation Technology, said. “The Payne Stewart accident is Available now, the complete kits are priced as follows: the most highly publicized, but the $1,224.50 (TAP-200 for mid-cabin Gulfstream), number is enormous.” $1,313.66 (TAP-500 for large-cabin Gulfstream) The device “chirps” and a red light $449.80 (TAP-P100 for Phenom 100) flashes every 15 seconds if the cabin alti- $494.20 (TAP-P300 for the Phenom 300) tude rises to 10,000 feet. At 11,500 feet, $956.90 (TAP-L600 for the Legacy 600) the AltAlert’s red light flashes every five All prices are F.O.B. Sarasota, Fla. seconds and emits two chirps. Cabin al- titudes of 12,500 feet bring a flash every For more information, contact Garland at TrisoftCovers.com, LS second along with a triple chirp. 800.844.2371 or 941.780.4827. Visit AviationTechnologyInc.com.
SUMMER 2015 I CONTRAILS I 11 Companions’ Page
Gizmos and Gadgets
Residential Fly-In Living Like No Place on Earth!
Canon Powershot G1 X Marks II Canon CameraWindow App The all-new PowerShot flagship, the PowerShot G1 Snap It, Share It! Download the free Canon Camer- X Mark II raises performance and quality to new aWindow app to your iOS or Android device to start heights in a compact, brilliant design. The PowerShot getting the full benefit of your PowerShot camera G1 X Mark II delivers the outstanding image quality with built-in Wi-Fi. The app makes transferring and you would expect with a digital SLR camera but in a viewing high-quality images and videos on your portable, Wi-Fi and NFC enabled package. It has the camera fast and easy power to handle most any photographic situation it itunes.apple.com/us/app/canon-camerawindow encounters. Canon.com
Use your Eye pictures! Memory Card Create personalized Large enough for these... phone skins and tablet Eyefi Mobi skins using your beau- automatically tiful pictures – a family transfers your photo, an airplane shot photos and or a beautiful landscape videos from give you the opportu- your camera to your smartphone or tablet, no matter nity to make your elec- where you are. That’s because Mobi creates its own tronic devices unique WiFi network. You take the pictures then watch them and one-of-a-kind! appear on your mobile device to enjoy and share, Skinit.com instantly. Eyefi.com
Store It – Camera Bag The BlackRapid SnapR 35 is great for the Micro 4/3 sys- ...affordable enough for these! tems cameras. SnapR systems include a sling, wrist strap and durable bag, providing a complete system for your compact gear. SnapR Complete System. The SnapR 35 combines the sling strap concept with a durable, padded camera bag for Micro 4/3 • 5,200 foot private lighted concrete runway • Now affiliated with Waterfall Country Club systems cameras. Your camera rests upside down, attached to the strap, ready to slide into • 635 acres surrounded by U.S. National Forest • Lots, Homes & Hangars now available shooting position. BlackRapid.com • 300 estate sized residential lots • GPS Approach • 13,000 square foot Community Clubhouse • Self-Service 100LL and Jet A • 3 miles from downtown Clayton and Lake Burton • Rabun County, GA - Where Spring spends the Summer
12 I CONTRAILS I SUMMER 2015 Residential Fly-In Living Like No Place on Earth!
Large enough for these...
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• 5,200 foot private lighted concrete runway • Now affiliated with Waterfall Country Club • 635 acres surrounded by U.S. National Forest • Lots, Homes & Hangars now available • 300 estate sized residential lots • GPS Approach • 13,000 square foot Community Clubhouse • Self-Service 100LL and Jet A • 3 miles from downtown Clayton and Lake Burton • Rabun County, GA - Where Spring spends the Summer
1-800-HEAVEN-2 • [email protected] 1271 Little Creek Road • Clayton, Georgia 30525 www.heavenslanding.com President’s Letter ECLIPSE AND KESTREL ARE ONE! By Marcus Adolfsson
During a sit-down at Sun ‘n’ Fun, “Our concept with ONE Klapmeier said his vision behind ONE Aviation “goes back a couple of decades, Aviation is to start with of thinking about how do you have the two core products — the right nancial structure, the right product Eclipse, which is now structure, the right manufacturing struc- ture, the right way to interface with cus- in production, and the tomers so we can grow General Aviation.” Kestrel, which is still He added that “the goal is to be able go to the customer and ask what do you under development, need, instead of here is what we’ve got. and we are working Any time you are a one-product company, to bring to market a you can only say here is what we’ve got, does that suit you? e right conversation couple of years down is how are you going to use the airplane? the road.” And we can do that easier with a broader product line.“ To ll the order book, ONE Aviation ONE Aviation Mason echoed Alan’s thoughts. “I am plans to double down on marketing When I wrote about the Eclipse story ve years into a three-year plan with and grow the sales team. “Now that the entering its third chapter last month, Eclipse, and what I learned very quickly airplane is complete, we can focus more little did I know that yet another chapter was that this company can’t achieve prop- on the message than the airplane because was just around the corner. In mid-April, er margins nancially as a single-product there is more that people ought to pay Eclipse Aerospace combined forces with company forever. attention to. We need to communicate, Kestrel to create ONE Aviation, bringing “Our concept with ONE Aviation is educate, motivate and build relationships in industry icon Alan Klapmeier as CEO. to start with two core products — the with our customers. e rst thing that “ ere has been no secret that I have Eclipse, which is now in production, and we need to reinforce is that the customer been very interested in getting Alan in- the Kestrel, which is still under devel- should trust us. ey have to trust our volved in Eclipse since the day I acquired opment, and we are working to bring to experience, and they have to trust our the company. I said I need to get a guy market a couple of years down the road.” vision,” Alan said. like Alan, so I got a guy like Alan,” Mason Eclipse is pivoting its sales force, Holland explained at ONE Aviation’s rst Eclipse 550 sales bringing in top sales people from compet- customer meeting. While the Kestrel and other planes will itors. With a deeper relationship-building At the same time Sikorsky, which for one day join the product family, it won’t approach, the sales team will own the the last few years provided gravitas to happen unless the order book for the customer relationship from nding the Eclipse, pulled its investment. For owners Eclipse 550 grows strong. “Absolutely the right leads to managing the customer and prospective customers, it is an excit- No. 1 priority is to improve the Eclipse a erwards. “ eir job is not done when ing yet uncertain time. from a sales, communication, marketing, the contract gets signed.” education and customer service point of A large part of Mason’s plan appears to Expanded portfolio view,” Alan said. use Alan’s reputation to market to existing ONE Aviation brings together the Eclipse If Eclipse sales take o, Mason said Cirrus owners. “Of the 6,000 people who and the Kestrel, and eventually other he is con dent it will open the doors for own a Cirrus aircra today, I rmly be- aircra , into a larger product portfolio. further nancing to expand the product lieve that there are 600 of them that have e company plans to drive e ciencies portfolio. “One of the market validations the means, ability and desire to go faster through combined management, sales and from a nancial world is that when our and y higher, to y a jet before they lose marketing sta, manufacturing talents Eclipse order book is lled, we can go out their medical. I believe we can attract a lot and supply-chain expertise. e company to the nancial markets and say, we just of those people. Say I am wrong and cut also wants to deliver a more comprehen- lled this book and now we are going to it in half, cut it half again; that’s 150. You sive message about General Aviation to ll the Kestrel book. Strong Eclipse sales is add 150 units to our existing 280 units, the overall market. a validator. It is the most important thing.” and Eclipse has something really special
14 I CONTRAILS I SUMMER 2015 going. You take the same math and add it Sikorsky Albuquerque and also control the design to the Kestrel project, and now we’ve got With the creation of ONE Aviation, and build of that product in house.” something crazy going on.” Sikorsky is no longer a shareholder. A new chapter Continued outreach to existing owners “ ey came in several years ago through ONE Aviation is the latest chapter in the and EJOPA members is also part of the the eorts of Je Pino who, at that long story of the Eclipse. e pressure is plan. Alan wants to “de nitely assist time, was the president of the company. on for the executive team to market and EJOPA members and help them help roughout the last several years, they ll the Eclipse 550’s order book. Alan and us communicate to the people outside. have participated in helping us with the Ken have already started to revitalize the We have to do more with our customers supply-chain management, with engi- sales organization with the introduction of whether it is y-ins or y-outs that you do neering and production restart. As you new sales associates, and new marketing together so people are getting cool stories may all have read in the papers recently, initiatives are ramping up. If they succeed, to tell… I ew my airplane to Europe, United Technologies has decided that ONE Aviation can likely secure further Alaska, those type of things.” Sikorsky needs to stand on its own and nancing for the Kestrel and other aviation Expect to see new marketing angles should concentrate on its core business,” projects to grow the product portfolio. In on the training required to y a jet, o en Ken said. the mean time, upgrades will continue and a perceived obstacle. According to Ken “We created a transaction involving an the company will continue to streamline Ross, “We can take a single-engine pilot institutional investor to fund additional operations to keep existing owners happy. with an instrument rating and type them capital into Eclipse and, at the same time, “One of the things I believe very strongly is in the Eclipse. We can provide their restructured the shareholder base so that you can’t have a strong company with- multi-engine rating at the same time in that we could create ONE Aviation and out happy customers, that feel that they are Eclipse. I don’t know of any other manu- provide an exit for Sikorsky,” Mason said. included and taken care of and that there is facturer that goes through the extra step He did not provide further details on the good value,” Alan told us. and wants to encourage new pilots to step new investors. If you want to meet Alan, Ken, Mason up, so the training environment is some- With Sikorsky out, the planned parts and the rest of ONE Aviation’s manage- thing you will see in the near future really production in Poland will move back to ment team, make sure to register for the improved and marketed.“ Albuquerque, N.M., according to Mason. EJOPA Convention in Charleston, S.C., Alan also want so to continue his mis- “Since the price is about the same, I May 13-17. More information at sion to grow the General Aviation market, would rather strengthen my core sta in EJOPA.org/convention. something he did successfully at Cirrus. “ e typical person you run into in the outside world has no concept of what it’s like to own and operate an airplane. No concept. We have to change that under- standing.”
Upgrades continue While Alan was known for a having a no-upgrade policy at Cirrus, upgrades will continue to be oered for the legacy Eclipse eet. “ e upgrade program is open. Right now, you can upgrade from whatever your current version is to the 500+. Ninety percent of owners with older con gurations have been communicated with personally by Ken Ross and under- stand their options. It is expensive when you come from a 1.0 or 1.3 aircra be- cause we have to stack the upgrade prices together. We put the owners in a dicult situation, but I don’t have way to x that and make it fair to customers who have already upgraded,” Mason said. As for the future, he thinks that Eclipse “will always oer an upgrade path on aircra , but it probably needs to be several steps behind the new plane. ere needs to be an inducement for people to buy Mason Holland (left) new planes as well, too. Cirrus was mas- and Alan Klapmeier terful at that.”
SUMMER 2015 I CONTRAILS I 15 Flying The Eclipse
Unlike the LOC APPR or VOR APPR FMS APPROACHES AND VECTORS modes, the FMS APPR mode will not activate to intercept a course from HDG mode. e pilot should NOT use the HDG IFMS 2.0.8 AND HIGHER INTRODUCED mode with the FMS APPR mode armed to NEW TECHNIQUES TO FLYING GPS APPROACHES intercept the nal-approach course, as the autopilot will y through the course. Rather, Michael Vaupell, director of training for the course must be intercepted in a NAV Eclipse, highlights the changes mode such as FMS VEC. If vectored to the GPS nal-approach Arming a GPS approach FMA annunciator will change momentarily to course, the pilot should utilize the FMS e Eclipse IFMS version 2.0.6 only allowed HDG, and then the FMS APPR will activate. VEC (FMS Vectors) mode and then, once the pilot to select the APPR mode on a RNAV When the FMS APPR activates, the Glide clearance is given to intercept, the pilot approach when the FMS APPR was ready to Path (GP) or Vertical Path (VPATH) will slews the heading selector bug to the cleared transition directly to an active state. Unlike arm. When the GP or VPATH is intercepted heading and presses the ARM INTERCEPT localizer and VOR Approaches, you could from below, the GP or VPATH will activate. LSK on the FMS: ACTV tab, followed by not arm the approach mode and then have If the FMS APPR mode does not activate arming of FMS APPR. is would then the approach mode activate at a later time. until a er glideslope intercept, the glide path transition the autopilot to a FMS (NAV) In addition, activating the approach required will not activate. mode and intercept the course to prepare multiple steps. e FMS had to be properly for the activation of FMS APPR. set up on a LPV or LNAV/VNAV approach, To recap common mistakes: If the HDG in an approach phase of ight, tracking nearly mode was used to intercept the course, the straight down the nal-approach course, autopilot will not turn to follow the active and having the Final Approach Fix (FAF) as leg and will y through the course. the active waypoint. With these criteria met, Once cleared for the intercept, failure to the pilot was required to de-select the FMS press the ARM INTERCEPT LSK prior to (NAV) mode by entering ROLL or HDG, course intercept will cause the FMS VEC before pressing APPR twice. mode to y through the desired course. e engineering team at IS&S changed this approach-mode logic in IFMS versions 2.0.8 Understanding FMS vector mode and higher (including SEP, PLUS and 550) FMS VEC mode of autopilot operation is a versions. e ability to arm the FMS APPR hybrid between HDG and FMS (NAV). e mode greatly enhances the ease of use of HDG SEL bug is sending data to the FMS, the IFMS, but the pilot must understand the and the FMS is ying the autopilot. In order constraints of the system. to receive a FMS VEC Flight Mode Annun- Now, when a LPV or LNAV/VNAV ap- ciator, three items need to be set. proach is properly executed on the FMS, the FMS is the source on the Le PFD, and the 1. e FMS is required to be in vectors mode phase of ight is Terminal or Approach, once 2. e Le PFD Le LSK 1: CDI should be the pilot cleared the approach, he or she can set to FMS, with the desired end point of press the APPR button (single press) on the the leg active Autopilot Control Panel, and a FMS APPR 3. NAV mode selected on the Autopilot (armed) indication will appear in the Flight NOTE: e FMS APPR mode will not ac- Control Panel Mode Annunciator (FMA). tivate until the FAF waypoint is active. If for example a pilot was ying the RNAV 28R at Step 1) FMS vectors LPV or LNAV/VNAV approach KMYF and transition from BAKEL, the pilot Load the FMS Approach with -VTF-, which from an initial approach x may believe the FMS APPR mode should ac- will result in an extended centerline and If transitioning to the nal approach course tivate a er the turn to the course at MIBBY. an Initial Point (IP), which is a phantom from an IAF, the pilot should utilize the FMS is is not where FMS APPR would activate waypoint 10 miles from the FAF. e other (NAV) mode and arm the APPR mode when because the FAF is not the active waypoint. option is to input the approach via an IAF ATC has cleared the approach. When the If the pilot continued at 4,200 feet and did and then later highlight the FAF waypoint FMS APPR mode is armed, the course is not perform the step down to 3,600 feet a er on the FMS: ACTV tab, select the dropdown tracking nearly straight down the nal-ap- MIBBY (when the FMS APPR mode acti- box,and then select INTERCEPT. proach course, and if the nal approach vates a er passing NESTY), the GP would • e bene t of loading the approach with course is the active waypoint, the IFMS will not activate without pilot interference as the an IAF waypoint and later selecting inter- perform the button-pushing for the pilot. aircra is above the current GP altitude. cept is that the previous approach waypoints When the FMS APPR mode-arming criteria remain in the FMS History. is way the is met, the system automatically centers the LPV or LNAV/VNAV approach from an previous approach waypoints may be select- HDG SEL bug on the current heading. e intercept to the nal-approach course ed if ATC requests direct a waypoint.
16 I CONTRAILS I SUMMER 2015 • The benefit of the VTF is the ease of use. VTF can be selected as well within the terminal area with a LSK on the FMS: ACTV tab. Indications that the FMS is set to vectors mode include:
• Active leg on the MAP, ND, and the PFD HSI is a magenta line, inbound to the FAF. • Dashed magenta line emanating from the aircraft outward on the bugged heading. Step 3) NAV Mode selected on ACP FMS. If there was a heading different from • FMS ACTV tab shows SUSPEND and The NAV mode should be selected. If the the current, the autopilot will continue the LSK displays ARM INTERCEPT. pilot was already in FMS mode when steps 1 turn to that heading but will not accept • PROG tab shows the status message and 2 were completed, the FMS VEC mode future HDG SEL bug changes without VECTORS MODE ACTIVE would automatically activate. an autopilot-mode change. The autopilot The usual mode that FMS VEC will be FMS mode will continue on the assigned entered from is HDG, and this leads to a heading to intercept and track the final common error. When receiving the initial approach course. Other indications that vectors, the FMS VEC and HDG modes seem the FMS is no longer in vectors mode and to operate similarly. It is not until the inter- will intercept the course are: cept when the differences are clear. It would be an error to leave the lateral autopilot mode • HDG SEL bug is hollow magenta. in HDG and not press the NAV button to • MAP and ND tab dashed magenta yield FMS VEC. As outlined above, the HDG heading line are no longer shown. lateral mode of the autopilot will not intercept • FMS ACTV tab SUSPEND and ARM an RNAV course without pilot intervention. INTERCEPT are no longer displayed. In addition to all the indications of the • PROG tab VECTORS MODE ACTIVE FMS being in vectors mode, when the autopi- is not displayed. Step 2) The Le PFD Le LSK 1: lot is in FMS VEC mode, FMS VEC (active) • Left PFD Left LSK 1: CDI alternate FMS CDI should be set to FMS FMS (armed) is displayed in the FMA, and operating mode of VECTORS no longer The Left PFD Left LSK 1: CDI should be the HDG SEL bug will be solid magenta. displayed. set to FMS (magenta needle). If not in FMS VEC will allow the pilot to fly the FMS, press Left LSK 1 to cycle through assigned heading with the FMS but will not If the pilot is given an inadequate vector the sources and select FMS. The active join a course without the pilot pressing ARM and receives a correction vector from waypoint in the CDI should be displayed INTERCEPT on the FMS: ACTV tab. ATC, the pilot may go back into FMS as the end point of the leg to be intercept- VEC by highlighting the end waypoint of ed. Below the waypoint ID, the alternate • When given clearance to intercept, only the leg and selecting INTERCEPT. The FMS operating mode of VECTORS the ARM INERCEPT LSK should be pressed, HDG SEL bug will now once again be (white) should be displayed. If not, select and the approach mode should not be armed followed by the FMS VEC mode. Once the correct waypoint on the FMS ACTV as the pilot has not yet been cleared to follow the corrected vector is selected, the pilot tab and select INTERCEPT. the vertical portion of the approach. should press the ARM INTERCEPT LSK • When the pilot is subsequently given the to transition to the FMS mode. approach clearance, the APPR button should NOTE: It is possible, due to improper be pressed to arm FMS APPR mode. ATC vectors or high winds, that when the • If ATC directly clears the pilot for the ap- IFMS attempts to activate the FMS APPR proach, clearance for the intercept is implied. mode, auto slews and activates the HDG In this case, it is recommended that the pilot mode, the HDG SEL bug is selected to a first presses the ARM INTERCEPT LSK and parallel or divergent course. The FMS APPR subsequently press the APPR button. will not activate unless the pilot slews the Once the pilot presses the ARM INTER- HDG to a converging course. Always check CEPT LSK, the mode will transition to the FMA for proper mode selection.
SUMMER 2015 I CONTRAILS I 17 Manufacturer’s Corner
Does your mechanic have what it takes? Before signing up for maintenance, check with your provider to assure it has the tools and equipment required to perform the requested work. Knowing this up front will prevent any unpleasant surprises.
Transponder and altimeter checks It’s not uncommon to see the transponder and altimeter checks, required by 91.411 & 91.413, signed o by an A&P mechanic. e problem is that the regulations don’t allow an A&P to perform this task. is needs to be done at a repair station by an FAA repair- man certi ed to perform these checks. And 14 CFR Part 43, Appendix E (d) requires that the maximum altitude to which the sys- tem is tested to must be recorded in the air- cra records. is is o en overlooked. Both KEEPING YOUR AIRCRAFT IN CHECK of these tests are “no person shall operate…” By Cary Winter, SVP manufacturing, engineering and technical regulations, so even if your mechanic makes a mistake, you could also be in violation. operations at Eclipse Don’t forget to make sure the requirements in your RVSM manual are met. Making your maintenance aircra to. In the rst case, a well-known and go smoothly reputable facility was performing mainte- You are responsible for the e Eclipse Jet is a highly reliable machine, nance on a certain aircra under its repair aircra records but it still requires occasional maintenance station. As part of our normal process, we It’s hard to argue that aviation doesn’t have to assure that everything stays in proper asked the maintenance facility to provide a enough paperwork. Many would say that working order and continues to provide you copy of its repair-station capability list. On the shear volume of documentation lends with safe, dependable transportation. In this examination, we noted that the aircra mod- itself to errors. It’s not uncommon to nd issue, we want to share a few tips to make el in question was not on their approved list logbook entries missing the information your maintenance experience go smoothly. of aircra . ey were quite embarrassed and required by 43.9. Occasionally, we see un- immediately corrected the situation, but they signed entries or “signature on le” entries. Download your DSU had inadvertently been signing o aircra Neither of these meets the FAA requirement e DSU is an extremely valuable tool in for years without the proper approvals. for Return to Service. And 91.405(b) states quickly and e ciently troubleshooting any A U.S. District Court recently convicted that the owner or operator ”shall ensure that issues you may have with your aircra . By an individual for representing himself as maintenance personnel make the appropri- using the DSU data, the cause of your con- a mechanic, while not having a certi cate. ate entries in the aircra records indicating cern can be quickly identi ed. is reduces is individual used his name, but another the aircra has been approved for return troubleshooting time and expense. If you licensed individual’s certi cate number to to service.” It also states that the operator is happen to need help and no experienced sign FAA documents. responsible for the retention of the mainte- Eclipse mechanics are available, the DSU We also saw a recent case when an A&P nance records and for the contents of those data can be sent to Eclipse for analysis. From mechanic signed o on an inspection. e records. When picking up your aircra a er there, we can work with any mechanic to get logbook entry was unusual, as it reported maintenance, double-check to make sure your aircra back in service quickly. performing inspections on equipment your records are complete. and systems that were not installed on this Know your mechanic particular aircra . A few weeks later the Let Eclipse help Chances are most operators have a mechanic mechanic was convicted by a federal judge of With all turbine aircra , maintenance or maintenance facility that you like to use. defrauding his employer by charging for air- extends beyond the annual inspection piston Perhaps a friend referred them, or they may cra parts that were never actually installed. operators are used to. Tracking components just be close by. Whatever the case, what do ere’s no harm in asking to see your and inspections takes a bit of work, but you really know about them? O en logbook mechanic’s license to assure that he or Eclipse is happy to help. Eclipse oers free entries have barely legible signatures with an she is properly rated. Repair stations are maintenance tracking of all inspections, equally illegible certi cate number. required to display their repair-station components and other requirements like We have seen a couple of interesting sit- certi cate and capabilities. Don’t be afraid RVSM and aircra registration. While many uations that demonstrate the importance of to ask the mechanic or facility about their companies charge thousands of dollars for really knowing whom you are trusting your training or experience. this service, it’s free to Eclipse Jet operators.
18 I CONTRAILS I SUMMER 2015 Eclipse Travel
GOING HOME FLYING AN ECLIPSE ACROSS THE POND TO SWEDEN By Marcus Adolfsson Last summer, I completed my rst single-pilot Atlantic cross- ing. Flying to Europe, despite the need for proper preparation and planning, is a non-event in our capable twin-engine jets. You owe it yourself to do the trip at least once. The Adolfsson family My oldest son Dawson and I ew to Iceland, where my wife and youngest son joined us. A er a few days vacationing, we continued together to my hometown of Gothenburg, Sweden. FL180 we were in uncon- From there we did side trips to Gotland, Gdansk and Paris trolled airspace and asked to contact “Rivière Radio.” ey are similar to the remote radio before returning home. service we have in the States at some con- Eastbound Legs turn and we were on our way into the trolled airports a er-hours, but at this airport On the eastbound crossing, I decided to Canadian wilderness. they were on-site. use the northern route via Iqaluit (CYFB) and Kangerlussuaq (BGSF) even though Leg 2 CYKF-CYGL Leg 3 CYGL-CYFB it is a bit longer than the routing through YWT YEE YVO/FL370/MCT/1.9 DCT/FL370/MCT/2.0 Goose Bay (CYYR) and Nasarsuaq (BGBW). La Grande Rivière is an uncontrolled air- Descending through FL180 while crossing port in the middle of Quebec. e nearest the Hudson Straight, I again found myself Leg 1 KGNV-CYKF airport is Moosonee (CYMO) 176 nm in uncontrolled airspace and soon thereaf- DUNKN BKW YNG/FL390/MCT/2.6 away, so we planned fuel accordingly. ter spotted Iqaluit. Starting with this leg, the majority of Originally I intended to self-handle I called CanPass the day before departure, descents were “When Ready Descend…” (bypassing the handler and using the crew and they greeted us upon arrival. Quick which is very convenient. Passing through part of the terminal), but within a min-
SUMMER 2015 I CONTRAILS I 19 Eclipse Travel
European Observations IFMS ew the Le Bourget ATREX 4F Handling SID beautifully. Easy ight over London Unlike in the U.S., most airports do not and down the Scottish coast. have FBOs. Instead you park on a spot that operations assign you and nd your way to Leg 2 EGPK-BIRK the crew entrance in the terminal. TRN W958D TABIT DCT BRUCE DCT At most locations, self-handling works BEN DCT BARKU UN610 RATSU/ ne, but sometime the parking spot is MCT/2.2 quite far away. When using a handler, they will usually pull up in a van next to the Since MNPS airspace doesn’t start until plane and transport you around, arrange RATSU, I asked for FL360 and then Goose Bay for ground transportation, and coordinate a descent to FL280 at RATSU. Before with Customs. ey will also help prepare crossing RATSU, Iceland control gave and audit the airport charges. At some me my oceanic clearance, which con- airports, handling is required. sisted of RATSU EL. I was in radar Gdansk and Le Bourget were the only and VHF contact the whole leg. airports where we had to go through secu- rity to get to the plane. At Gdansk, General Leg 3 BIRK-BGBW Aviation has it is own gate so my wife was EMBLA DCT 63N30W DCT 61N40W able to browse the stores on the sterile side DCT/FL280/LRC/2.5 while I nished up the paperwork. Odd. With weather at CYFB too low for my ATC taste (OVC002), I decided to y home e ight levels start very low overseas, and the southern route via BGBW and CYYR the transition altitude is not consistent. On as both elds showed clear TAFs. climb-out, you generally get assigned a low To ensure that I could reach NUUK if altitude like 3,000 feet and then ATC will BGBW went below minimums (or the sin- clear you into the ight levels. Don’t forget gle runway had to close), I went LRC and ute of parking the handler pulled up and ute-math was needed. During this leg, Leg 6 BIRK-EGPC to set the baro to standard pressure! e rst con rmed an unrestricted climb to FL280. Greenland drove us to the hotel a er the fueling was I updated Avio to use metric altimeter MOXAL DCT ING DCT RATSU UP61 time I was cleared to descend to FL100 I had At EMBLA, radar contact was lost, and complete (only downside was the $300 (QNH) and 8.33Khz radio spacing. BAMRA/FL270/MCT/1.9 to think for a second which altitude to dial I made position reports to Iceland Radio at handling fee). A er EPMAN, I was cleared direct HB, in. I also made at least one call “climbing 63N30W and with Gander Radio at 63N40W. and was soon in radar contact with Sonde- We were in radar and VHF contact the to Flight Level one-zero thousand” (one mil- A few minutes from BGBW, I asked for Leg 4 CYFB-BGSF strom. No issues with VHF on this leg. whole Atlantic leg to Scotland. Wick’s ATIS lion feet) but ATC never complained. a descent to uncontrolled airspace (FL195) YFB DCT DUTUM DCT KENKI DCT A er paying the fees and receiving a is transmitting on the VOR. It took me a Terminology di erences included “when and checked in with Sondestrom. I had to EPMAN DCT 67N055W DCT HB W28 nice navigation package with our route and bit to realize why I couldn’t tune in 113.6 ready descend” meaning “descend at pilot do a 360 to lose altitude. SF/FL250/MCT/1.5 weather brie ng, we were on our way. I on COM. discretion” and “hold short point 21” mean- Because I lacked MNPS (Minimum Navi- don’t think we spent more than 30 minutes e airport sits along the eastern coast ing “hold short runway 21.” Many of the Leg 4 BGBW-CYYR gation Performance Speci cations), I need- on the ground. and frequently gets fogged in, but there are airports only had one frequency (TWR). A 59N50W HOIST YYR/FL280/MCT/2.2 ed to stay below FL280 over the Atlantic. several alternates with LOC/ILS approach- few had Delivery (Clearance), Ground and A Meridian had just departed for FL270, Leg 5 BGSF-BIRK es nearby (EGPO, EGPE, EGPD). Tower. Some towered airports had no ATIS. I veri ed an unrestricted climb to FL280 so I was restricted to FL250. Nothing was SF DCT 66N40W DCT 64N30W DCT Far North Aviation, the FBO, has its own e clearance read back only included the and called CanPass to notify them of our mentioned about this lower level until my FLOSI DCT KEF/FL270/LRC/3.1 building separate from the terminal and departure instructions (initial x or head- arrival. I was given the frequencies to try second hando , so don’t expect always to the sta helped me prepare the Customs ing), never “as- led” or the full route. for each waypoint’s position report in be made aware by a clearance. I was cleared to FL270 as part of my forms in advance. case VHF was disrupted. At KENKI, I was asked to make my rst clearance. As is common in Europe, Westbound Legs I made my rst position report at position report. tower expects you to switch to departure Leg 7 EGPC -ESGP Leg 1 LFPB-EGPK 59N50W and second at HOIST to Sweden without their prompting. Went LRC as FORTY UP600 KLONN DCT SVA DCT ATREX UT225 VESAN UL613 HALIF Gander Center. Shortly thereaer I POSITION N55TJ the weather was IFR in Iceland, and I RETKA DCT TAKOV DCT MAKUR/ UN590 MARGO/FL360/MCT/1.9 received a squawk code and was in radar KENKI at 1230 wanted adequate reserves. FL350/MCT/1.6 contact. Back to North America! A normal domestic FL250 I made position reports at 66N40W Le Bourget is expensive. My negotiated rate leg. I tucked the plane away into the Estimate EPMAN at 1250 and 64N30W and, upon reaching FLOSI, e nal leg was straightforward. Since I was 300 Euro per night and 300 Euro in Leg 5 CYYR-KALB hangar aer one heck of an adventure. e Next 67N55W I was in radar contact and cleared direct was no longer in MNPS airspace, I could handling fees! Airport fees on top of that! DCT/FL400/MCT/3.1 westbound route was 4,253 nm, took 14.9 to the ILS into Reykjavik. No issues with climb high. It was awesome ying myself I originally planned to use Wick for my ight hours and burned 1,049 gallons. e IFMS progress page only shows the VHF. into my hometown, almost 20 years a er fuel stop, but the whole east coast of Scot- I led eAPIS and called the Customs oce For more information on preparation, time remaining to each waypoint, so I had BIRK has a nice American-style FBO emigrating as a teenager! land was fogged in. Prestwick EGPK on before departure. including Nav Data, MNPS, and Insurance, to add the current Zulu time manually to with a hotel and restaurant across the e eastbound route was 4,444 nm, the west coast was in the clear; Landmark see the complete article on the EJOPA get the ETD. I also used a Garmin Aera, street. We stayed in Iceland for about a took 14.6 ight hours and burned 1,076 helped me receive both landing rights and Leg 6 KALB-KGNV website under Library > Articles. Hope this which shows ETD so no mental-min- week, beautiful country. gallons. Customs entry in about 30 minutes. DCT/FL400/MCT/3.1 PIREP was helpful!
20 I CONTRAILS I SUMMER 2015 SUMMER 2015 I CONTRAILS I 21 European Observations IFMS ew the Le Bourget ATREX 4F Handling SID beautifully. Easy ight over London Unlike in the U.S., most airports do not and down the Scottish coast. have FBOs. Instead you park on a spot that operations assign you and nd your way to Leg 2 EGPK-BIRK the crew entrance in the terminal. TRN W958D TABIT DCT BRUCE DCT At most locations, self-handling works BEN DCT BARKU UN610 RATSU/ ne, but sometime the parking spot is MCT/2.2 quite far away. When using a handler, they will usually pull up in a van next to the Since MNPS airspace doesn’t start until plane and transport you around, arrange RATSU, I asked for FL360 and then Goose Bay for ground transportation, and coordinate a descent to FL280 at RATSU. Before with Customs. ey will also help prepare crossing RATSU, Iceland control gave and audit the airport charges. At some me my oceanic clearance, which con- airports, handling is required. sisted of RATSU EL. I was in radar Gdansk and Le Bourget were the only and VHF contact the whole leg. airports where we had to go through secu- rity to get to the plane. At Gdansk, General Leg 3 BIRK-BGBW Aviation has it is own gate so my wife was EMBLA DCT 63N30W DCT 61N40W able to browse the stores on the sterile side DCT/FL280/LRC/2.5 while I nished up the paperwork. Odd. With weather at CYFB too low for my ATC taste (OVC002), I decided to y home e ight levels start very low overseas, and the southern route via BGBW and CYYR the transition altitude is not consistent. On as both elds showed clear TAFs. climb-out, you generally get assigned a low To ensure that I could reach NUUK if altitude like 3,000 feet and then ATC will BGBW went below minimums (or the sin- clear you into the ight levels. Don’t forget gle runway had to close), I went LRC and to set the baro to standard pressure! e rst con rmed an unrestricted climb to FL280. Greenland time I was cleared to descend to FL100 I had At EMBLA, radar contact was lost, and to think for a second which altitude to dial I made position reports to Iceland Radio at in. I also made at least one call “climbing 63N30W and with Gander Radio at 63N40W. to Flight Level one-zero thousand” (one mil- A few minutes from BGBW, I asked for lion feet) but ATC never complained. a descent to uncontrolled airspace (FL195) Terminology di erences included “when and checked in with Sondestrom. I had to ready descend” meaning “descend at pilot do a 360 to lose altitude. discretion” and “hold short point 21” mean- ing “hold short runway 21.” Many of the Leg 4 BGBW-CYYR airports only had one frequency (TWR). A 59N50W HOIST YYR/FL280/MCT/2.2 few had Delivery (Clearance), Ground and Tower. Some towered airports had no ATIS. I veri ed an unrestricted climb to FL280 e clearance read back only included the and called CanPass to notify them of our departure instructions (initial x or head- arrival. I was given the frequencies to try ing), never “as- led” or the full route. for each waypoint’s position report in case VHF was disrupted. Westbound Legs I made my rst position report at Leg 1 LFPB-EGPK 59N50W and second at HOIST to Sweden ATREX UT225 VESAN UL613 HALIF Gander Center. Shortly thereaer I UN590 MARGO/FL360/MCT/1.9 received a squawk code and was in radar contact. Back to North America! A normal domestic Le Bourget is expensive. My negotiated rate leg. I tucked the plane away into the was 300 Euro per night and 300 Euro in Leg 5 CYYR-KALB hangar aer one heck of an adventure. e handling fees! Airport fees on top of that! DCT/FL400/MCT/3.1 westbound route was 4,253 nm, took 14.9 I originally planned to use Wick for my ight hours and burned 1,049 gallons. fuel stop, but the whole east coast of Scot- I led eAPIS and called the Customs oce For more information on preparation, land was fogged in. Prestwick EGPK on before departure. including Nav Data, MNPS, and Insurance, the west coast was in the clear; Landmark see the complete article on the EJOPA helped me receive both landing rights and Leg 6 KALB-KGNV website under Library > Articles. Hope this Customs entry in about 30 minutes. DCT/FL400/MCT/3.1 PIREP was helpful!
SUMMER 2015 I CONTRAILS I 21 Eclipse 550 ECLIPSE SURVIVES AN IMPROVED ECLIPSE 550 SUGGESTS THE VLJ CONCEPT IS ALIVE AND WELL, FOR ONE MODEL AT LEAST.
By Bill Cox
Back in 1998, former Microsoft co-founder Vern Raeburn, father of the original Eclipse 500, claimed he FIRST LOOK planned to sell his wunderkind Very Light Jet for $837,500. (We’ll never know if he really believed that or if it was a strategic boast intended to garner publicity.) With heavy financial support from fellow Microsoft executives Bill Gates and Paul Allen, Raeburn launched the Eclipse project with promises of spectacular sales to support the low price. Everyone believed pricing was impossibly low, and everyone was right. A few airplanes were pushed out the door of the company’s Albuquerque plant at prices below $1.5 million, but the best estimates at the time suggested Eclipse was losing at least a half-million dollars on every one of those early airplanes. While the company eventually boasted it had orders for 2,600 airplanes, only 261 were delivered, and most of those were incomplete, missing avionics, de-ice and other essential items. In combination with the 2008 recession that caused a universal contraction in the business aircraft sector, Raeburn was ousted, and Eclipse filed the largest bankruptcy in General Aviation history. Aviation Week report- ed the loss as $1.4 billion, a spectacular failure for an airplane that had showed so much promise. The title of VLJ was forever stained, one reason that no one except Eclipse uses the abbreviation these days.
22 I CONTRAILS I SUMMER 2015 Eclipse 550 ECLIPSE SURVIVES AN IMPROVED ECLIPSE 550 SUGGESTS THE VLJ CONCEPT IS ALIVE AND WELL, FOR ONE MODEL AT LEAST.
By Bill Cox
SUMMER 2015 I CONTRAILS I 23 Eclipse 550
Advanced Type Rating Courses for Citation Aircraft
PIC / SIC INITIAL, UPGRADE, AND RECURRENT TRAINING FOR:
CE-500 Citation Series Type Rating CE-510 Citation Mustang Type Rating CE-525 CitationJet CJ Series Type Rating CE-650 Citation III, VI, VII Series Type Rating Aircraft Model Differences Training
A er a group of new investors, led by speed or a speci c thrust (in conjunction Raeburn was proud of having sin- partners Mason Holland and Mike Press, with FADEC) and are a common feature gle-handedly created the class known as acquired the company, Eclipse Aero- on corporate jets and airliners. Anti-lock VLJ, and in a sense, he should be. Almost 772.223.1219 space initiated a buyback of the existing brakes are another typical convenience on 15 years a er announcing the e ort, how- eet and launched the Total Eclipse, a most modern corporate and airline jets, as ever, there is a grand total of one model in program that o ered the vast majority of are synthetic vision (a GPS-based image of the class. completed Eclipse 500s for $2.5 million. runway and terrain ahead) and enhanced e Diamond Jet project has been on Many of those airplanes had been miss- vision (a forward-looking infrared, FLIR, hold for some time, and Piper’s single-en- ing features and accessories the owners representation of the forward quadrant). gine Altaire jet was cancelled in late 2011. had paid for but never received. Hol- ADS-B OUT is also standard, required by Only the single-engine Cirrus Vision ts land and Press o ered owners and VLJ 2020 to comply with the new air-trac into the same speci c class, and Cirrus dreamers the opportunity to complete system. e new windshield is a glass/ anticipates certi cation by early 2015. the original airplanes at bargain prices LEXAN laminate with de-fog and de-ice Cessna’s Mustang and Embraer’s Phenom or purchase a nished Eclipse 500 with provisions built into the glass itself rather 100 have been on the market and selling a factory warranty. In 2011, Sikorsky than added on. Bias-ply tires were installed well since 2009, but their price points became an equity partner, adding an air to solve a problem some early buyers expe- ($3.5 million and $4.35 million) suggest of legitimacy to the e ort and easing the rienced with accelerated tire wear. they’re in a class by themselves. minds of prospective buyers. In fairness, the problems with Eclipse Eclipse Aerospace bases much of its In the meantime, the partners were busy had little to do with the airplane itself. publicity and advertising on the 550’s sim- improving the airplane to the Eclipse 550. ey were more related to the personality plicity of operation, and that’s certainly a In fact, the 550 is identical to the original of company founder Raeburn. He estab- valid concept for pilots stepping up from Eclipse in con guration, aerodynamics and lished unrealistic parts-delivery schedules, piston or turboprop twins, Eclipse’s prime power, but Eclipse Aerospace has made didn’t allow for contingencies and was market. It’s a small airplane for a twin tur- substantial improvements to systems. e overly optimistic about every other aspect bofan jet. Wingspan is only 38 feet, about new Eclipse 550 includes a number of new of production. the same as a Piper Seneca V. At 6,000 features, the most prominent being a new Today’s Eclipse 550 is a better airplane pounds gross takeo weight, the Eclipse windshield, bias-ply tires, auto-throttles, in every way, not because it ies faster is lighter than a Cessna 421. Nevertheless, www.premierjettraining.com dual-integrated ight-management and/or farther or carries more, but it’s a capable turbine-powered aircra that systems, an anti-lock braking system, because buyers can be relatively should nd favor with businessmen and MAILING & HANGAR synthetic vision, enhanced vision FIRST assured that they’ll receive the air- private buyers. LOOK 2324 SE Liberator Lane, #104 and ADS-B. plane they paid for — on schedule At rst glance, interior dimensions Stuart, FL 34996 Auto-throttles can be com- and with everything they ordered don’t look that di erent from those of a manded to maintain a speci c installed and working properly. 421, except the Eclipse is wider in cross Corporate Office 2382 Curtis King Blvd. Fort Pierce, FL 34946 772.223.1219 24 I CONTRAILS I SUMMER 2015 Advanced Type Rating Courses for Citation Aircraft
PIC / SIC INITIAL, UPGRADE, AND RECURRENT TRAINING FOR:
CE-500 Citation Series Type Rating CE-510 Citation Mustang Type Rating CE-525 CitationJet CJ Series Type Rating CE-650 Citation III, VI, VII Series Type Rating Aircraft Model Differences Training 772.223.1219
www.premierjettraining.com
MAILING & HANGAR 2324 SE Liberator Lane, #104 Stuart, FL 34996 Corporate Office 2382 Curtis King Blvd. Fort Pierce, FL 34946 772.223.1219 Eclipse 550
2015 ECLIPSE 550
Price (2014) $2,895,000 Engines P&W P610F Thrust (lbs) (2) 900 Max TO Wt (lbs) 6000 Typical Empty wt (lbs) 3634 Max Fuel (lbs) 1698 Payload (lbs) 668 Rate of Climb (fpm) 3424 Cruise Spd (FL300 – kts) 375 Cruise Spd (FL380-kts) 360 Max Altitude (ft) FL410 section, and that makes all the di erence. 550 comes o the line with a refreshing Max Range (nm) 1125 e cabin is 56 inches across by 50 inches stab in the back, more than I remember Time to climb (FL350 - min) 25 tall, and that eases the task of moving from my eeting time in Learjets, Mus- Vso (kts) 69 around inside the airplane. tangs, Citations and the Swearingen SJ-30. TO Over 50 Ft (ft) 2433 e Eclipse doesn’t enjoy six-seat is is one airplane that will li o in less Ldg (ft) 2790 payload with full fuel, not that dissimilar space than it needs to land. Cabin Ht (in) 50 Cabin Width (in) 5 6 from most other General Aviation singles With a stall speed under 70 knots, the Press Di (lbs/sq in) 8.2 or twins, piston or jet. Partially for that airplane rotates in about 2,000 feet and Cabin Alt at FL410 (ft) 8000 reason, the Eclipse comes standard in a starts uphill with enthusiasm. Once the ve-seat con guration. Maximum full-fuel under-wing is clean, you’ll typically see For more information, contact 3,000 fpm or better in ISA conditions. If Albuquerque International Sunport (ABQ), payload is limited to 668 pounds, three 2503 Clark Carr Loop SE, people plus baggage or four lightweights. an engine fails, you simply hold 110 knots Albuquerque, NM 87106 Remember, however, that the rules Vyse, and the Eclipse will still manage 900 (505) 245-7555 change slightly when you step up to jets. fpm ascent on the remaining Pratt. All specifications are based on manufacturer’s calcu- lations. All performance figures are based on stan- Turbofan engines burn disproportionate ose folks lucky enough to be cleared dard day, standard atmosphere, sea level, maximum amounts of fuel per mile, so ight crews directly to FL380 should click the stop- weight conditions unless otherwise noted. typically load aboard only the fuel reserve watch in roughly 25 minutes. Max oper- they’ll need rather than “tanker” unneces- ating altitude is FL410 where the 8.2-psi sary fuel. cabin pressurization di erential provides a descent commands both above and below While it may be true that the only time cabin altitude of 8,000 feet. In combination that altitude. you can have too much fuel is when you’re with an unusually quiet cockpit, the Eclipse Another bene t of the Eclipse is that it on re, you must burn fuel to carry fuel, so is a nice place to travel for an hour or a day. has no Vmc to worry about. Stall is above most crews carry only what they need. e Cruise speed is typically 360 knots in the Vmc in all con gurations. e engines Eclipse has an advantage over other light mid-30s, more than respectable for an air- are mounted so close to each other in the jets in that its 900-pound thrust PW610Fs plane with only 1,800 pounds of thrust. If rear of the airplane that you’ll always be burn less than 55 gallons per hour total, you want to see the advertised spec of 375 above the e ective Vmc. Generally, you’ll making the 550 the most economical mini knots, you’ll need to drop down to FL300, be ying very friendly approach speeds, jet on the market. If you needed to carry but fuel burn will increase dramatically. oen well below 100 knots, for instrument six, full-sized folks in an Eclipse, you’d When it’s time to come back downhill, procedures. have to limit fuel to about 190 gallons. at you’ll learn to love the auto-throttle feature. e Eclipse 550 is easier to y in nearly would provide roughly 2.8 hours endur- With auto-throttles engaged, you can all respects than any of the high-perfor- ance plus reserve. At a conservative power simply dial up whatever approach speed mance piston twins of the 1970s and 1980s. setting, you could still manage almost a ATC commands, and the system will adjust It’s easier to land, too. Trailing-link landing 700-nm range. power on both engines to hold that speed gear absorbs even amateur e orts and I ew the airplane out of Van Nuys, Ca- at whatever descent rate you wish. makes every pilot look like a pro. lif., a while back, and it’s apparent Raeburn You’re required to use the autopilot for In fact, that may be one of the Eclipse had a great idea, and Mason Holland have all maneuvers above 28,000 feet in RVSM 550s most endearing qualities. It makes carried it forward with excellent execution. airspace, but it’s nice to have a strong everyone who ies it look and feel like an Hold the brakes against full thrust, and the two-axis system for all course and climb/ accomplished jet pilot.
26 I CONTRAILS I SUMMER 2015
forecasts FORECASTS REPLACED BY AUTOMATION By Scott C. Dennstaedt
With tighter budgets and fewer human resources, more and more weather forecasts are becoming automated. You don’t have to struggle to nd automated forecasts. ey are plastered all over the Internet, and some may even show up in your inbox or on your smartphone on a daily basis. For years, pilots have relied on forecasts issued by highly trained meteorologists, but that’s slowly changing. e Collaborative Convective Forecast Product or CCFP is one of these forecasts that on Nov. 1 was replaced with an automated version called the Collaborative Decision-Making Convective Forecast Planning guidance (which is still, coincidently, abbreviated CCFP). A Little Review Convective weather is undoubtedly the single most disruptive force a ecting the Na- tional Airspace System (NAS), and these disruptions can quickly cause major delays in the system. So the best the FAA and NWS can do is pinpoint where those disruptions will likely be located in the near future and then develop a master plan for coping with the inevitable loss of this precious and busy airspace. Developing such a plan required a collaborative e ort among the NWS, FAA and commercial air carriers. e Collabora- tive Convective Forecast Product was born in 2000 as the primary convective-weather forecast product used as input to develop this strategic plan.
Weather Channel Studios
28 I CONTRAILS I SUMMER 2015
forecasts
e legacy CCFP was made available on quite dierent than the criteria used for issu- duced last year is still considered experimental. the Aviation Digital Data Service (ADDS) ing convective SIGMETs. To be included in Similar to its earlier counterpart, this new guid- website. You may have been tempted to use the CCFP, the area of convection must meet ance is a graphical representation of convection it on an occasional basis. e CCFP was a the following minimum forecast criteria: meeting specic criteria of coverage, intensity, seasonal product that began in early March echo height and condence mentioned above. and ran through the end of October. During 3 A coverage of at least 25 percent with e experimental CCFP guidance graphics are this time it provided a single convective echoes of at least 40 dBZ composite produced every two hours and valid at two, forecast for strategic planning of en route re ectivity; and four, six and eight hours a er issuance time. aircra operations within the NAS. It is not is is done 24 hours a day, seven days a week, intended to be used for tra c- ow control 3 A coverage of at least 25 percent with all year long (certainly a distinct improvement in the airport-terminal environment, nor for echo tops of FL250, or greater; and to the legacy CCFP). tactical tra c- ow decisions. As the name suggests, this was a collab- 3 A condence of at least 25 percent. Not a forecast for thunderstorms orative forecast eort involving meteorolo- General Aviation pilots must be careful gists for the Aviation Weather Center, com- Note that all three of these threshold criteria when using the CCFP for pre ight weather mercial air carriers, Center Weather Service combined are required for any area of con- analysis. Most are unaware that the Units, Air Tra c Control Command Center vection of 3,000 square miles or greater to be CCFP is not a thunderstorm forecast. It and Environment Canada. eir ultimate included in a CCFP forecast. Besides areas, is created to provide forecast guidance to goal was to produce a short-range forecast lines of convection can also be identied air-tra c managers and may not always that aids in air-tra c ow management to in the forecast. Lines can stand alone or be take into consideration areas or lines of reduce delays, rerouting and cancellations included within an area. Note that these lines convection that may or may not meet due to convective weather for the U.S. and or areas are instantaneous forecasts. at convective SIGMET criteria. Unlike the its coastal waters as well as southern-most is, they describe the convective coverage at criteria used for convective SIGMETs, the portions of Ontario and Quebec, Canada. a particular point in time (e.g., 2100 UTC), CCFP threshold criteria do not consider not over a period of time. lightning, precipitation or severity (i.e., CCFP Criteria tornadoes, large hail or damaging winds). Deep, moist convection (for the purposes The new kid on the block It’s really all about describing convection of the CCFP forecast) uses criteria that are e automated version of the CCFP intro- that is disrupting busy airspace.
Coverage Isolated Widely scattered Scattered Broken
Percentage < 10 percent 10 – 24 percent 25 – 39 percent 40 – 74 percent
Tops (feet MSL) 40,000 + 35,000 – 39,000 30,000 – 34,000 25,000 – 29,000
30 I CONTRAILS I SUMMER 2015 Another unique aspect of the CCFP the speci ed time and place. It is identi ed Extended Convective that continues to confuse some pilots is in one of two possible categories: Forecast Product (ECFP) the echo tops forecast; the echo tops pro- e automated CCFP is only valid out to vided in the CCFP are not a forecast for 3 Low con dence – 25-49 percent eight hours. However, to provide tra c maximum tops as they are in a convective (border and ll gray) planners and collaborators with a quick- SIGMET. e best way to understand this look forecast of the greatest probability of aspect is to use an example. 3 High con dence – 50-100 percent thunderstorms (not just convection) beyond Assume that an area of convection (border and ll slate blue) this period, the AWC issues an Extended meeting the CCFP criteria has been Convective Forecast Product (ECFP) valid identi ed as a polygon on the graphics. Echo tops within each area of convec- in six-hour time periods out to three and a Using the table below, the automated tool tion are forecast in one of four possible half days (84 hours) in the future. e ECFP believes that, with this area of convection, categories: is updated four times a day and can be isolated coverage of echo tops will exceed viewed online at AviationWeather.gov/ecfp. 40,000 feet. On the opposite extreme, bro- • 25,000-29,000 feet MSL ken coverage is expected with echo tops • 30,000-34,000 feet MSL anticipated to be between 25,000 feet and • 35,000-39,000 feet MSL 29,000 feet. Even though widely scattered • At or above 40,000 feet MSL or isolated echo tops are expected to occur above 35,000 feet, the CCFP graphic will Human In the loop show scattered (sparse) coverage at 34,000 Despite the fact that the new CCFP feet since most of the echo tops will be guidance is totally automated, there is still a located at or below 34,000 feet in the human element. As of March 3, the NWS example at the bottom of page 26. will implement the experimental Collabo- rative Aviation Weather Statement (CAWS). The Extended Convective Forecast Product (ECFP) CCFP graphics e CAWS is a new product collaborated uses similar CCFP-style shading. Contours are drawn at 40 percent, 60 percent and 80 percent and represent e automated CCFP graphics can be by NWS meteorologists, airline meteorol- the probability of thunderstorms. Hashed areas repre- sent 40-59 percent probability; solid lined areas rep- viewed online at AviationWeather.gov/ ogists and other airline and FAA person- resent 60-79-percent probability; and solid blue-filled ccfp/. Each of the four forecasts for two, nel. Sounds vaguely like the legacy CCFP areas represent greater than 80 percent probability. four, six and eight hours will largely consist guidance, right? Well, yes and no. CAWS is e ECFP planning tool is a graphical of one or more hatched or lled polygons event-driven and focuses on speci c, con- representation of the forecast probability of describing areas of convection (if any) that vective impacts to the Core 29 airports and thunderstorms. e product will identify are expected to meet the CCFP criteria. high tra c en-route corridors. So it’s not a graphically where in the U.S. thunder- e color of the polygons describes the product that you will see issued in northern storms are the most likely based solely on con dence, and the hatching or ll denotes Montana, ever. the calibrated thunderstorm-probability the expected convective coverage. Note that When the automated product isn’t aligned forecast from the Short Range Ensemble areas of higher convective coverage or lines with reality, forecasters can issue one of these Forecast (SREF) model. While this graph- of convection can be included within other statements. is could be due to convection ical product will use CCFP-style graphics, polygons of lower convective coverage. Each that developed but was not properly depicted it is automatically generated and does not polygon will also include a categorical echo by the automated tool or perhaps it could be use the same CCFP criteria since this is a tops forecast as described earlier. the opposite situation — convection that was thunderstorm forecast. is is to facilitate expected and did not form or have a great ease of interpretation and use by those enough impact. You can nd the CAWS already familiar with the operational CCFP product here: AviationWeather.gov/caws. and is intended to support the long-range planning for CCFP-type of constraints in This legend depicts the symbology used in the CCFP the NAS. graphics to include categories for convective In the end, the CCFP can provide some coverage, confidence and echo tops. useful forecast guidance concerning convective weather along your proposed route of ight, Coverage is identi ed within each area assuming you are aware that it is not a forecast of convection, in one of three possible for thunderstorms. Be sure always to integrate categories: this forecast with other o cial guidance (es- pecially convective SIGMETs) provided by the • Sparse 25-39 percent (sparse ll) NWS before making any pre ight decisions • Medium 40-74 percent (medium ll) using this new automated guidance. • Solid 75-100 percent (solid ll) Scott C. Dennstaedt is a CFI and former NWS research meteorologist now working as a weather e con dence is an estimate that con- scientist at ForeFlight. To learn more about The Collaborative Aviation Weather Statement aviation weather, please visit his website at ditions de ned by the minimum CCFP (CAWS) will include a graphic such as the one shown http://avwxworkshops.com or on Twitter criteria will occur in the forecast polygon at here as well as a textual description of the situation. @AvWxWorkshops.
SUMMER 2015 I CONTRAILS I 31 32 I CONTRAILS I SUMMER 2015 MAGENTALINE HOW MANY TIMES DO YOU JUST FOLLOW THE COURSE YOUR GPS CREATES? THINKING By Thomas P. Turner A friend of mine has a TBM 850. A few years ago he asked if I was going to be in Wichita and available to meet about a project we were working on together at the time. I said yes and, shortly a erward, we scheduled a day and time to get together. He was still ying o insurance-required time with an instructor before he could be covered as pilot-in-com- mand of the TBM. My friend and his instructor le California and planned to y nonstop to Wichita. I watched the airplane on FlightAware.com and drove to the airport at what looked like a few minutes before they would land. ey were about 20 minutes later than I expected, de- scending out of a mid-level overcast for the visual straight- in approach. A er shutting down, they took what seemed like an abnormal amount of time to exit the airplane and come in to the FBO. Both looked a bit disheveled. Only later I learned why. It wasn’t the fatigue from a nonstop ight halfway across the country. Before takeo , they had made a nonstop ight to Kansas their objective. But they had wisely decided that they would evaluate their fuel state as they passed Pueblo, Colo., which was directly under their route of ight. If, at that point, they did not anticipate landing in Wichita with their planned fuel reserve, they would fuel up at Pueb- lo. As they neared Pueblo, they checked, re-checked and (they later told me) re-re-checked their fuel and determined they could just make it with their planned 45-minute reserve. ey pressed on toward Wichita.
SUMMER 2015 I CONTRAILS I 33 SUMMER 2015 I CONTRAILS I 33 magenta-line
far as their decision-making process was going, they were going to land at Wichita or die trying. is is a prime example of what I call “magenta-line thinking.”
It’s a trap Magenta-line thinking is a mindset that all your options lay along the route you’ve set into your GPS or other navigation device. It’s a risk management trap that causes many pilots to ignore other possi- bilities when conditions change and may require a diversion for weather, an aircra abnormal condition or an emergency. Magenta-line thinking isn’t new. In fact, I frequently saw pilots fall into the trap before General Aviation GPS existed, before we had magenta lines. For several years, I was a simulator instructor for a common make of single-pilot personal and business airplanes. In recurrent train- ing, we presented a scenario that includes a roughly one-hour ight in IMC. I’d brief the pilot on the session the day before and provide printouts of a weather brie ng to take back to the hotel so he or she could plan the simulated ight. is was back in the days of “Weather by Fax,” and using this service — where weather brie ngs were sent by fax machine on request of the pilot — was ubiquitous among my clients. Like much A little east of Pueblo, however, ATC all their fuel before they could set up to modern tablet computer-based brie ng directed a descent to a much lower alti- land again. soware, the weather information that tude for tra c. Suddenly the TBM’s fuel Was any regulation broken? No, unless resulted was for a path 25 miles either side consumption increased signi cantly. ey you consider this reckless operation of of the pilot-de ned route of ight unless ew on eastward for 150 miles, discussing an aircra. e Federal Air Regulations the pilots asked for more information. their fuel state almost constantly. When concerning 45 minutes of fuel reserve for Most pilots, in my experience, stuck with controllers gave them a long vector for IFR ights is for pre ight planning pur- the default setting. So unless they asked sequence on the approach into Wichita, poses only. Pre ight calculations showed otherwise, that’s what I gave them. they knew they would not have their it could be done, and if they had not had Once in the simulator, I’d present a expected reserves when they landed. And, to descend to the lower altitude 150 miles minor mechanic problem — primary because they were not headed directly from Wichita and then been vectored alternator failure in the single-engine from waypoint to waypoint, their fuel wide for the approach, they would have airplanes or a low oil pressure/high oil totalizer was unable to predict exactly had at least that much fuel remaining. temperature condition in the twins. e how much fuel it would take to get to the Was the ight safe? Business aviation briefed weather was circling minimums airport. It was, I was later told, getting safety researcher and lecturer Dr. Tony at the departure airport, with conditions very tense in the cockpit. Kern tells us, “not having an accident does worsening — only slightly better than Aer landing, the time spent before not imply the ight was conducted safety.” minimums expected at destination at the exiting the airplane was a mutual cool- When my friend and his instructor time of arrival, and IMC along the entire down period while they gathered their independently told me about their expe- route of ight. Over several years of pre- wits and contemplated their luck in rience and the horrible feeling of know- senting this scenario, I learned that pilots making it to the airport. Only when they ing they might have insu cient fuel to are almost certainly going to choose one saw the fuel bill for topping o the TBM’s make it to Wichita, what struck me is that of three options, most frequently in this tanks were they able to gure they had neither one of them had even considered order: less than 20 minutes of low-altitude cruise anything but pressing on to Wichita. Aer fuel remaining when they shut down. Had they had checked their fuel state crossing 1. Continue to the planned destination, something required them to power up for Pueblo, they mentally checked the option ying an approach to near-minimums. I a go-around, they might have exhausted of landing before Wichita o their list. As recall about 90 percent of the pilots would
34 I CONTRAILS I SUMMER 2015
magenta-line
like my friend and his instructor in the TBM tend to focus on a destination (perhaps with Magenta-line thinking one decision point, in the case of Pueblo) and press on even when all indications are is a mindset that all they should consider other options. your options lay along As my instructor colleague and proli c Designated Pilot Examiner Bob Gawler says, the route you’ve set “Pilots know where they’re going and when into your GPS or other they’ll get there, but they don’t know where navigation device. It’s t h e y are .” I’ve found this among my clients too. a risk management When I ask pilots where they are, they usual- trap that causes many ly say, “52 miles from Wichita” or something similar. But they don’t know what’s around at pilots to ignore other the moment. A 2010 NTSB report on glass possibilities when cockpit avionics in light airplanes concludes conditions change that although “accident pilots ying glass cockpit-equipped aircra were found to and may require a have higher levels of pilot certi cation and diversion for weather, more total ight experience than those ying conventional aircra,” there is a “higher fatal an aircra abnormal accident rate” in glass-cockpit airplanes and condition or “introduction of glass cockpits has not result- an emergency. ed in a measurable improvement in safety.” GPS navigation should augment our ight planning by replacing old-school nger-on- the-chart estimations with precise location, direction and trend information. But I think, instead of continuing to study routes and options before a ight, the world of comput- er-based ight planning and in ight moving maps lulls many pilots into shortcutting the “be a hero” and complete the ight as In four years of presenting that sce- ight-planning process. Why waste time planned despite the circumstances. nario, not one pilot got on the radio and looking at charts, o -route weather and asked ATC about weather conditions diversion options before taking o when 2. Return to the departure airport, ying for airports not along the direct route of you can push a couple of buttons and have an approach to visual conditions a couple ight. If they’d only asked, I was ready a moving map, in-cockpit weather data and of hundred feet above minimums. is to tell them of marginal VFR conditions the “nearest airport” feature on your GPS? might be 7 percent or 8 percent of the at an ILS-equipped, 10,000-foot runway, I believe, in many cases, GPS has actually pilots. tower-controlled airport about 40 miles reduced situational awareness because pilots o the cleared route. During debrief don’t spend as much time looking at charts 3. Attempt an approach at an airport from the sim session, I’d highlight that and planning a trip beforehand. ey create almost directly beneath the airplane as option. Sure, some pilots considered a ight plan online and then just “ y the ma- soon as the abnormal checklist was com- their response an artifact of being in an genta line” from here to there. If you’ve ever pete. is entailed brie ng and ying an arti cial ight environment. Maybe so. been given a revised clearance to go direct to unfamiliar non-precision approach into Funny thing, though — in subsequent a x, and you have no idea where it is, you’ve a non-towered airport under a stressful sessions, including pilots’ future visits to su ered at least a bit from magenta-line time crunch. Over the years, a very few of the simulator center, they always asked thinking. the pilots chose this option. ATC for help when I gave them any sort If you bother to spend a little time prepar- of problem en route. ing for your ight ahead of time, you’ll have Regardless of the pilot’s choice, the ap- unparalleled situational awareness and know proach was own with use of only part of Make a choice where you are at all times. But if you don’t the avionics and electrical equipment (sin- The proliferation of GPS moving map do your homework, you may be worse o in gle-engine airplanes) and on one engine af- displays and weather-data uplinks should some situations than you were pre-GPS. ter a precautionary shutdown in the twins. have given us unparalleled ability to detect It’s time to make a choice. Will you fall I recall a few times when a multi-engine and avoid hazards. Yet Controlled Flight victim to magenta-line thinking? Or will you pilot did not secure the engine pre-emp- Into Terrain (CFIT) continues to be high plan your ights, and then actually be safer tively, and I gave them a total engine failure on accident-causation lists, a sure indicator for having these wonderful devices in your during the instrument approach. pilots don’t know where they are. And pilots cockpit?
36 I CONTRAILS I SUMMER 2015
RESEARCH AND To truly appreciate how easy we pilots have it in the U.S., try PREPARATION REQUIRED ying yourself internationally. e contrast appears quickly. FOR COMPLEX WORLD Within the lower 48, we can y a few miles or a few hun- dred, to other states and with nearly total freedom. If the By Dave Higdon plane is capable, we can visit the other two states and the U.S. territories with only a little need to notify authorities. IFR requirements tend to get the government involved. Cross international borders, on the other hand, and the situation changes radically. But using General Aviation internationally o ers a unique experience — foreign des- tinations without commercial-travel constraints. More and more American pilots are ying their planes internationally, and trips to Canada, the Caribbean na- tions and Mexico o er the easiest cross-border options.
38 I CONTRAILS I SUMMER 2015 SUMMER 2015 I CONTRAILS I 39 international travel What if you never But enjoying the GA alternative requires It’s dierent in several ways – and, like Further, the acquisition process varies. preparation and planning beyond any eAPIS, it’s easier if you spend some time Some countries allow you to obtain a visa domestic trip. e myriad issues involved in advance of using and ling the form upon arrival; others require a visit to an em- require far more advance preparation and with the FAA and the nations you plan to bassy or consul oce before you start the trip. should begin well before you approach the over y or visit. And these rules usually apply to “techni- U.S. border en route to any foreign destina- You can nd the form and guidance here; cal stops” – for fuel before continuing. paid posted price? tion. Furthermore, as you y across more FAA: gov/documentLibrary/media/Form/ nations, complexities and local consider- FAA_7233-4_PRA_revised_12-2013.pdf Insurance ations can multiply. Next in the paper trail... e coverage of our aviation insurance However, you don’t have to take it all on o en ends at our borders – at least without alone. In fact, the more complicated a trip, Permits a rider or another coverage option. the more wisdom you’ll nd in working Permits exist for a broad array of bureau- Special insurance on the aircra and with experts knowledgeable and experi- cratic needs. Each country has its own rules, owner is required in most nations. Some enced in the intricacies of international fees and timetables. And they seldom all fall only require proof that an existing poli- private-aircra travel. neatly in line. cy provides the required coverage in the e rewards are generally self-evident at nation you’re visiting, but many policies are the destination. • Flight permit – Permission to y there. domestic-only. So why y internationally? • Landing permit – Yep, required to land. Country-by-country rules vary. For some, it’s strictly business; for others, • Fuel permit – Some places require a the appeal is rooted in a desire for adven- permit, maybe two — one, to get fuel to Aircra documents ture or romance – the accomplishment of the plane, the other to dispense it into the Start with the same documents the FAA piloting your own international journey. aircra . likes us to carry: airworthiness certi cate, at allure never completely ebbs for many • Flight plan – Typically it must be led registration, title, weight-and-balance. Add – particularly folks with aircra capable of locally and, like permits, requires the to that proof of insurance (as we said...) and stringing together the legs to visit their dream appropriate fee. possibly nance information. destinations. Say Brazil for the 2016 Summer • Departure permit – Self-explanatory. Olympiad. Or y the Alaska route. Or maybe • Over ight permit – Yes, so you can pay Crew documents a trip to Grand Cayman or Cancun. for air-trac services to countries over Beyond passports and visas (where Maybe even circle the world! which you may never actually y, but you require), most national authorities require Preparation is always the key. One occupied their Flight Information Region proof that the ight, cabin and mainte- easy piece of prep work: Become familiar so your paperwork should re ect that, as nance crews hold the appropriate certi - with U.S. Electronic Advance Passenger well as the fee, even if they never cates for their jobs. at means licenses and Information System (eAPIS – see sidebar) handled you. medical certi cates. Every time you use your aircraft, you are reminded that fuel is your highest variable followed by a process that is taught to all pi- operating cost. Do you feel you are getting the price you deserve? Don’t you deserve lots — planning, with some new elements. Visas Vaccination documents Consider some of the elements of inter- A visa is a document granting permission Depending on where you plan to stop, more than just posted rates? national General Aviation travel. to be in a country for a speci ed time. Visas you and any fellow travelers must produce remain xtures of international travel, and documentation of inoculation against sev- International Flight Plan most countries require some form of a visa. eral exotic, but not-rare-enough maladies Through the UVair® Fuel Program, you can enjoy discount fuel pricing with no minimal e International Civil Aviation Organiza- Rules for them vary widely, and the rules – yellow fever among them. Check with the uplifts or annual fees. As a cardmember, you have access to 24/7 expert assistance, tion (ICAO) is a wing of the United Nations may be dierent, whether you’re passenger State Department for what’s required. And that helps standardize and coordinate avia- or crew. In some countries members of the be sure your shots are also up to U.S.-entry fuel estimates for over 4,000 locations worldwide, and additional savings through the tion issues internationally. Among its prod- ight crew need no visa; in other nations, standards a er visiting some nations. sm ucts is the International Flight Plan form. everyone needs a visa. UVair FBO Network . Avoidance Strategies e State Department can also help eAPIS: BEFORE YOU GO — OR RETURN — USE the pilot identify and avoid using the AMERICA’S ALLBORDERS CHECKPOINT airspace over certain parts of the world. It costs nothing to join. Start saving today at uvair.com/save. efore you start your engine(s) to fly that out-of-country experience, the U.S. Customs and You may need to avoid ying over some Border Protection Service of the Department of Homeland Security wants you to take care nations due to ongoing hostilities, pro- B of some home-country business, something foreign visitors also face coming to the U.S. hibitions at your departure airport or at Call us at N. America +1 (866) 864-8404 or Worldwide +1 (713) 378-2708, or visit uvair.com to learn more. Thanks to modern technology, this one you can handle on your home computer with the Elec- the destination. Some nations won’t let tronic Advance Passenger Information System (eAPIS). you land if you have come through an Using eAPIS allows you to enter or upload passenger and crew manifests online. You first must enemy’s airspace. register to begin using eAPIS, and it’s strongly suggested that you do this well in advance of your Other countries restrict arrivals to ights departure (or return) in order to learn the process and its requirements. You can start that here, at the eAPIS website: eAPIS.cbp.dhs.gov. originating from approved airports – where Depending on your destination, taking care of eAPIS may cover the majority of the required that nation’s security may check you before paperwork for the trip; but certainly not all of it. Be sure to read: AOPA.org/Flight-Planning/eA- you launch. PIS-Frequently-Asked-Questions Know before you go.
40 I CONTRAILS I SUMMER 2015
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BSCS_TS357_FNL.indd 1 2/14/14 4:14 PM international travel
Ground Services evoke the romance or adventure of interna- rms that o er something commonly It pays to know before you stop that the lo- tional ying: Caribbean Sky Tours; Carib- called Concierge Flight Planning Services. cation o ers what’s needed – fuel, catering, bean Flying Adventures; Pilot Getaways. ey do the advance work, provide the access to ground transportation and rooms. Others are more business-like and busi- appropriate paperwork, permits and fee In some countries private aviation remains ness-oriented, such as Jeppesen’s services. schedules, and o er as much or as little rare enough that no GA FBOs exist – only Among those catering more to the ling service as the pilot desires. an airline service system. tourist is one of the most-seasoned Here is a list of trip services in general. Since aviation gas can be rare, be certain escorted self- ying tour operations, Air Other options exist through companies any stops o er your fuel. Landing with too Journey, based in Jupiter, Fla. geared more to handling business aircra little fuel to get somewhere with fuel could Owner and tour director/organizer operators. leave you stuck for a while. ierry Pouille recently returned from leading his fourth trans-world tour, Air Journey Trip planners, organizers landing at some of the globe’s most exotic AirJourney.com and escorts and scenic locales. e participants y Caribbean Sky Tours ere are purveyors of an easier way. in their own aircra while the tour sta CaribbeanSkyTours.com International travel – at least beyond handles the arrangements – including the neighboring countries – contradicts the old bureaucracies. Caribbean Flying Adventures adage, “If you want something done right, Pouille started o ering escorted ying CaribbeanFlyingAdventures.com do it yourself.” Here, expert help is worth its tours in 1998. Air Journey trips can be Pilot Getaways weight in fuel. all-inclusive with lengths ranging from PilotGetaways.com Trip planning, concierge service and even four to 70 days. guided and self- own tours are among the Uninterested in an escorted self- own General resource o erings of companies whose names o en tour? Air Journey is among many similar ThirtyThousandFeet.com/destinations.htm
An international travel tick list Elements you might never consider litter the landscape of inter national travel. The aircraft commander is generally on Aircraft documents: At least all you the hook not only for the f lying but normally carry. for the passengers and their behavior between landing and clearing the entry Special equipment: Nation- and process into a country. It’s the pilot route-dependent, but necessary for to whom authorities will turn to cover transiting some parts of the world. literally every one of these points. Prohibitions: That kit with the survival rifle might have been a requirement f lying Passports: Gotta have one for each person. through one remote part of the world Visas: Requirements vary; check but a problem in another country; check destination authorities or the U.S. on restrictions country-by-country. State Department for information. Insurance: The policy written for the Shot records: Depending on both U.S. may not meet local requirements destinations and interim stops, some event if it provides coverage outside exotic vaccinations may be required. the country. Permits: Requirements vary.
42 I CONTRAILS I SUMMER 2015 DON’T GO IT ALONE!
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SUMMER 2015 I CONTRAILS I 43 Flying Roadster, developed by the Slovakian company AeroMobil
Airboss Aerospace GF7 Transition Oceanroad TF-X
44 I CONTRAILS I SUMMER 2015 ONE OF THE LONGESTRUNNING FANTASIES IN AVIATION IS ABOUT TO BECOME REAL By Pamela Brown
It’s been over a century since the invention of both the automobile and the airplane, but we’re still waiting for a successful marriage between the two. What happened to the future that vision- aries, scientists and popular culture promised us, a ying car in every garage? Well, if you haven’t noticed lately, some pretty interesting innovations are about to make that dream come true. e frontrunner in the eld may just be the Transition, a ying car from Terrafugia, a Massachusetts-based company founded by MIT graduates. A er nearly a decade of re- search and development and extensive testing of at least three prototypes, Terrafugia has produced a two-seat, road-ready plane already approved for use by the National Highway Trac Safety Administration and the FAA. Having cleared those hurdles, the hybrid’s fu- ture was further enhanced when the FAA granted it Light Sport Aircra status, relaxing the requirements to get a ying “driver’s license.”
SUMMER 2015 I CONTRAILS I 45 flying cars
would automatically guide the plane around crowded airways and bad weather. e TF-X will also feature auto-land capabilities. Terrafugia estimates the vehicle is eight to 12 years away from reality. Also headed into the market is the Flying Roadster, developed by the Slovakian company AeroMobil. With its wings folded back along- side the “fuselage,” this two-seat ying car also ts into a standard garage. It runs on automo- bile gas with a projected range of 545 miles on the ground or 435 miles in the air. And you might not have to take the AeroMobil to an airport. e new cra will take o anywhere you nd 650 feet of at surface and can land on space as short as 160 feet. AeroMobil has a ying prototype (see it at YouTube.com/ watch?v=kzYb68qXpD0) and will begin taking orders in 2016. e company has also unveiled PAL-V ONE its next venture, a self- ying car. e Vaylon Pegase (Pegasus) manufac- tured in France is a two-person combination As a car, the Transition (at 19 feet, 6 inches fugia. e TF-X, a four-seater with a plug-in hang glider/dune buggy and is currently long and 90 inches wide with wings folded) hybrid power train, will be capable of verti- being tested by the French Special Forces will t neatly into a standard home garage cal take o s and landings. Plans to automate for use in missions from reconnaissance to and may be driven to any local gas station controls of the hybrid could mean as little hostage rescue and equipment transport. for ll up. But in order to convert the hybrid as ve hours of training will be required to e aircra can take o in less than 330 feet from car to airplane, it must be driven to a operate the car-plane. Much like the Osprey, and requires only about 33 feet to land. e local airport for take o . Once there, it only own by the U.S. military, the TF-X could Pegasus ies at about 35-50 mph for up to takes one minute for the patent-pending get airborne from a level clearing of as little three hours at altitudes as high as 10,000 feet automated electromechanical folding wing as 100 feet by rotating twin wing-mount- and uses quiet, specially designed propellers to convert the vehicle into an airplane, which ed propeller motors to a vertical position. for stealth. e company envisions military, has been designed to be easy to y. Once airborne, they would rotate back to a humanitarian and leisure purposes. e Terrafugia CEO/CTO and co-founder Carl conventional, forward position. Pegasus is expected to become available Dietrich, who ew the prototype at last sum- In air, the TF-X could reach 200 mph before the end of this year at a price of mer’s AirVenture in Oshkosh, Wis., observed, and travel 500 miles. e vehicle would approximately $130,000. “It’s a very stable and easily controllable take advantage of a computer network that Developed by Arizona-based Krossblade platform, exactly what we want to help ease non-pilots into the air. Landing is straight-for- Krossblade ward. With no aps, no retractable gear, no Aerospace constant speed prop, no mixture control and SkyCruiser no carb heat to worry about. If you want to descend, just pull the throttle back.” e Transition is also the only light sport aircra designed to meet Federal Motor Ve- hicle Safety Standards with driver- and passen- ger-side airbags, safety cage and crumple zone. It’s also equipped with an airframe parachute. Another not so obvious safety feature is the simple fact that, if a pilot faces inclement weather, he can simply drive to his destination. Terrafugia is in the advanced stages of testing the Transition, with deliveries estimated for 2017. e company has more than 100 orders on the books at an approxi- mate cost of $279,000. If the Transition doesn’t quite live up to the ying car of your dreams, you can wait for the TF-X, also in development at Terra-
46 I CONTRAILS I SUMMER 2015 Aerospace, the SkyCruiser is a ve-seat, elec- eration ies four passengers up to FL250 with possibility for the near future. tric hybrid concept vehicle – part airplane, a max cruise speed of 350 mph and a range of “Mark my words,” Henry Ford said in 1928, part helicopter, part ying car. In airplane 750 miles. e most impressive feature is the a er giving up his attempt to create a ying ight mode, the hybrid uses two 150 bhp cra ’s proposed vertical takeos and landings. car. “A combination airplane and motorcar is electric motors in the tail. To shi to helicop- While the Moller invention has taken quite coming. You may smile, but it will come.” ter mode, the plane is converted to vertical a bit of critical heat over the years, renewed So smile — and keep your eye on the car ight by four “switchblade” rotor arms that international interest makes the Skycar a real in front of you. It may just take o! fold out from the fuselage. e patent-pend- ing switchblade mechanism is what allows the SkyCruiser to convert from airplane mode to vertical takeo and landing. Cur- rently no certi cation date is available. e SkyRunner, like the Pegasus, is part all-terrain vehicle and part light-sport aircra that uses a propeller and a parachute to glide through the air. Unlike the Pegasus, the SkyRunner is purely recreational. De- veloped by Parajet International and Dorset Aviation, the hybrid can reach up to 55 mph in ight and has a maximum soaring altitude of 15,000 feet. On the ground, it can reach a maximum speed of 115 mph. Using a Ford 125-horsepower, one-liter, turbo- charged three-cylinder engine that runs on mogas, a SkyRuner prototype was recently given an airworthiness thumbs-up by the FAA. Production models will be certi ed as light sport aircra . Expect the SkyRunner to come to market sometime next year. Perhaps the most impressive and futuris- tic of the current batch of ying cars is the GF7, an electric ying jet car, the concept of designer Greg Brown and engineer Dave Fawcett of Airboss Aerospace (engineers of the Viper, the Maverick and the Javelin jets). Drawings of the GF7, released last May, reveal a virtual Batmobile that transforms into a sleek four-seat luxury jet (including leather seats) with a 3,500-pound thrust jet engine. e GF7 needs 2,500 feet to take o but can climb to FL380 and cruise at more than 550 mph. Range is projected to be 700-1,000 nm. e prototype is still three to four years away, and the production models are estimated to come with a price tag of between $3 million and $5 million. PAL-V ONE (personal air and land vehicle) is a road-ready gyrocopter with a pusher prop and a free-spinning rotor to provide extra li . On the ground, the prop folds, and power from the gas engine drives the three-wheeler at speeds of more than 100 mph. A prototype ew in 2012, and the Dutch manufacturer is now accepting orders for the 45 units it plans to sell in 2016/2017 for a mere 500,000 Euro. Also waiting in the “wings” is the Moller Skycar, a design that’s been on the drawing board for very long time. e most current it-
SUMMER 2015 I CONTRAILS I 47 THE FIGHTIN’ A2 By James Wynbrandt World War II is acknowledged for its impact on the development of modern aviation. Less discussed but equally dramatic is the con ict’s in uence on contemporary ight-line fashion. e leather jackets many of us don to strut around our airplanes are direct descendants of the legendary A-2 models that earned their wings in World War II. While aircra have evolved markedly since those gallant years – new designs, new materials, new technologies – ight jackets remain proudly rooted in the past. Contemporary manufacturers battle each other with claims of authenticity for their A-2 reproductions while collectors scour ea markets and internet auction sites for originals. Even the Air Force embraces the retro movement; they recommissioned the A-2 in the ‘80s in an e ort to rekindle the espirit de corps these garments evoke.
48 I CONTRAILS I SUMMER 2015 SUMMER 2015 I CONTRAILS I 49 when leather went to war
e ultimate fusion of function and fashion, secure suitable ight wear. the A-2 was to the Army Air Force wardrobe By the early 1920s, the Army Air Corps what the P-51 was to its arsenal. More cultural was making its own ight clothing and, with artifact than article of clothing, it shows up open-cockpit planes ying ever higher and Zelig-like in lms and photos, draped on the faster, its pilots were using rudimentary heated one-piece le and right front panels, two-piece shoulders of aces and movie stars, always on and fur-lined ight suits. But for less extreme sleeves, epaulets on the shoulders and a pair the scene when history was being made. Yet the ying, military aviators needed a garment that of patch pockets in front. Cus and waistband A-2 came from rather humble stock. was short, light and warm while providing were of knit wool. Early aviators looked dashing, despite protection and mobility in the cockpit. Some later A-2s were made of goatskin their clothes, typically long leather coats and e Army Air’s uniform research spe- or cowhide. Referring to this garment as a elbow-length gloves, motorcycle goggles and cialists answered with the Type A-1 in 1925, “bomber” jacket, by the way, is a misnomer, leather helmets. A long scarf wrapped about “A” standing for summer weight. A sporty, and a cionados typically cringe when they hear the face kept them from ingesting the castor oil buttoned-down olive-green lambskin jacket the term used. e A-2 rst saw combat in the lubricant that early engines slung back during with a pair of patch pockets in front, a knit skies over China with the American Volunteer ight. With the development of cleaner run- wool collar, cus and waistband, it was popular Group (AVG), commonly called the Flying ning engines, this cumbersome neckwear was with Charles Lindbergh, Jimmy Doolittle and Tigers, though few pilots in this force had such replaced by the glamorous silk scarf, not as a other aviators of the day. But by the time the jackets. fashion statement, but because pilots needed to A-1’s design was standardized in 1927, it was Originally restricted to use by ocers, in be able to swivel their heads, looking for other becoming obsolete, thanks to improvements 1940 the A-2 was approved for wear by all aircra , without chang their necks. in the zipper, which was invented late in the members of air crews, though not all wore By the early teens, the rst catalogs for ight previous century. them. For example, while the pilots and co-pi- accessories and clothing appeared, though In 1931, the clothing branch of the Army Air lots of B-17s favored A-2s for ight wear (they the military lagged in developing adequate Corps unveiled the “jacket, pilot’s (summer),” had heaters in the cockpit to help keep them outerwear for its pilots. When the U.S. entered designated Type A-2. e original design warm), waist gunners, whose stations were World War I, the Army had to turn to Britain, speci cations called for a seal brown horse- open to the elements early in the war, preferred France and commercial manufacturers to hide zippered jacket with a one-piece back, the B-3 (“B” standing for winter weight). ey
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www.buildaplane.org when leather went to war were heavy shearling coats which also gained military historian Charles DiSipio. It took a quarter century for the popularity prominence in the air war. Relatively few A-2s survived the war. e of the A-2 to re-emerge. As interest in wartime e elaborate artwork that adorns the backs jackets were Army property, and pilots and memorabilia surged, they became collectibles. of many original A-2s – which usually mir- ight crews turned them in at the end of their Clyman, the son of a WWII pilot and himself rored the nose art of the plane the owner ew tours, a er which the jackets were refurbished. a warbird yer on the air show circuit in the – came into its own in the European eater, In fact, our image of the classic A-2 is literally early ‘70s, used to wear his father’s A-2 when most notably with the 8th Air Force. Com- colored by this rehab process. e A-2s used he performed. People began to ask him where manding o cers encouraged their charges to in war movies and TV programs were invari- they could get a similar jacket. at led him decorate their aircra and jackets, as much to ably refurbished models, and the re-dying this to start his own company, Avirex, Ltd., which take their minds o the horrendous losses its entailed darkened the leather substantially. created a variety of reproductions of the A-2. bombers suered as to inspire camaraderie First-run jackets were much lighter in color. In the mid ‘80s, when the Air Force was losing and crew cohesiveness. e practice quickly At the end of the war, an untold number aviators to the airlines, the brass decided to spread, with the art form reaching its zenith were purposely destroyed, along with aircra bring back the A-2 as a way of forging greater in the sophisticated – and sometimes por- and other surplus, to keep military stockpiles loyalty and enhancing pilot retention. Avirex nographic – jacket and nose artwork created from slowing conversion back to a civilian was involved in the project, helping design the in the Pacic eater. economy. Some aviators were able to keep specs for the new version of the jacket. e Navy developed its own ight jacket, their jackets, o en by reporting them as sto- Nowadays, the A-2 and its knock-os aren’t which resembled an A-2 with a fur collar, len and paying the few dollars for a replace- as fashionable among the masses as when using several model designations that cul- ment. Yet for all the devotion garnered during Top Gun was playing in the theaters (Tom minated in the G-1 series, approved in 1947. their service, the A-2’s wartime exploits were Cruise, portraying a Navy pilot, wore a G-1, However, Navy aviators never decorated their soon forgotten. of course). Meanwhile, those who can’t get jackets as their brethren in the Army did. e “I don’t get the impression that every vet enough of the originals can see the world’s top G-1, in a much-modied form, is still standard cared about his ying jacket,” said DiSipio of collection at the U.S. Air Force Museum at in the Navy today. History Preservation Associates. “More vets Wright Patterson Field in Dayton, Ohio, visit ough A-2s remained in service were interested in bringing home a trophy of a website (AcmeDepot.com) or a chat room throughout the war, Gen. H.H. “Hap” Ar- the bad boy they defeated than what they wore devoted to the A-2, buy one from a collector nold, who favored switching to a cloth shell to work every day.” (at prices ranging from $500-$4,000), or have model, pulled the plug on the jacket in 1942, Said Je Clyman, another acionado and one custom-made to original specs by any one ordering that no further contracts be signed. collector, “Most people either wore them of several manufacturers. But A-2s remained in production into 1944. around to paint their house, or just put it with In vogue or out, those aware of the history From the time they were approved for use in their uniforms in a foot locker and put it in the of this glorious garment realize they will 1931, more than 40 manufacturers pro- attic along with everything else they brought always be, in a very real sense, the height of duced well over 500,000 A-2s, according to back from the war.” fashion.
Frederick “Fred” Samuel Loschs Flight Jacket Lt. Harold W. Grays flight jacket 431st Fighter Squadron
52 I CONTRAILS I SUMMER 2015
MiPad u ELECTRONICS
Storm by the Weather Underground to gure the chances of your in use in the cockpit halfway destination airport being open to your destination. WEATHERING when you got there. Making sure you had the right weather Storm data — and the means to is new app by the Weath- THE WEATHER display it in a way that was er Underground replaces a useful to you — became more longtime favorite, Intellicast WEATHER DATA ALL COMES FROM THE SAME PLACE, BUT important than usual. HD, for the iPad. It includes THERE ARE BIG DIFFERENCES IN HOW IT’S PRESENTED Fortunately, plenty of the features of its predeces- weather applications are sor and adds a number of AND IN WHAT ELSE THE APP DOES. By Wayne Rash Jr. available for the iPad. Of improvements. Again, this course, not all of them are isn’t speci cally designed for e early months of 2015 saw some of the worst useful to pilots because they’re aviation, but it’s a very capable weather to hit the northeastern U.S. in decades. designed for people with a weather radar app that uses casual interest in the weather. high-resolution Dopplar radar In some places, the primary weather worry But some provide exactly the data available from NOAA. In wasn’t whether you could y, but whether you information pilots will want. addition, this app can use data could even nd your airplane under all that snow. Some o er very limited details from non-airport weather and display it so that you can sources including personal Because the weather was mension. In addition to the see it all at a glance. Other weather stations. I’ve found so extreme and changed so normal weather concerns apps provide a wealth of infor- this app and its predecessor to quickly, weather planning such as visibility, wind speed mation, but they’re likely more be very useful for determining took on a whole new di- and precipitation, you had useful in ight planning than the timing of severe weather.
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SUMMER 2015 I CONTRAILS I 55 MiPad u ELECTRONICS
cloud development over Takeo HD time at varying ight levels. is could best be described as the Swiss World Aviation Army Knife of weather Weather apps. Takeo HD focuses is app exists for both the on the airports near you, iPad and iPhone in slightly wherever you happen to di erent forms. e iPad be at the moment. is version displays the ME- app makes it easy to see TARs and TAF for any air- current and forecast port you wish to see, and weather conditions while that means pretty much you’re on the ground, but any airport out there. e it will also show you the publisher says that it draws same thing while you’re from a database of more ying. You can also look than 7,000 airports. e at airports along your primary screen is simply route. is app will show a display of the translated you METAR reports and, METAR and the TAF, for for favorite airports, you World Aviation Weather primary screen two times of day, translat- can see details about your Dark Sky showing specific local information ed and shown in graphical form. preferred runways. You can expand it as far as you like. So if you’re sitting at the FBO An iPhone version includes a see TAFs for every airport that Both apps let you select what waiting for the current storm link to Google Maps. has them, NOTAMs, winds sort of weather information to blow over, this will tell you alo, AIRMETs, SIGMETs you wish to see. when to expect it. e animated Dark Sky and PIREPs. is app will I’m sure that many of you images of weather systems are is isn’t exactly an aviation even show you satellite photos are wondering why I didn’t very nicely done. Storm gives app, but it’s still useful because of the airports. Oh, and include the AirWX app that’s you a lot of additional features it’s designed to be what its while you’re at it, Takeo HD probably the most complete as well as the ability to display developers say is “hyperlocal.” will sync your settings with app out there. In fact, AirWX visual information in several is means it will tell you other devices, including your has been so complete that it ways with charts and tables. exactly what the weather is at iPhone. has even included approach is is a very exible app. a speci c location, and exactly plates and sectional charts. what it’s expected to be on a WeatherMap + and Right now, though, this app’s AeroPlus minute-by-minute basis. e WunderMap developers say they’re rewrit- is app aims to provide primary screen shows, at a Both these apps give you ing it and aren’t providing any weather information for Europe glance, the current temperature, weather maps and both show more updates to the app cur- as well as for airports in the U.S. whether it’s rising or falling, and you the current and forecast rently available. is means and elsewhere worldwide. Com- what to expect in the next hour. weather over a large area. that a new version of AirWX patible with both the iPad and It also forecasts weather for the WeatherMap + o ers mini- is coming, and I’ll take a look iPhone, it supports in-app pur- remainder of the day and for mum coverage over a fairly at it when it does. chases of data from a variety of the next week. Dark Sky has an large region. When I was is is by no means an sources. e data in AeroPlus is animated map, which displays looking at the weather for exhaustive look at all weather presented in a unique way. Air- nice animations of the current IAD, for example, I also saw apps that pilots are going to ports are shown as circles on a weather, that’s fun to play with. most of Virginia, Maryland, nd useful, so I’ll revisit this map of the area you’re Delaware, Pennsylva- again, perhaps when AirWX ying in and can nia and part of New arrives. Meanwhile, perhaps as be colored to show Jersey. Considering a reward for spending so much general conditions. that weather is a re- time studying the weather, the Tap on the circle, and gional phenomenon conditions around Washing- you’ll get the name this makes sense but, ton suddenly climbed above of the airport. Tap on if what you want is freezing and the snow stopped. the information icon local weather, it’s not is can’t be a coincidence. with the name of the as useful as Wunder- airport, and you’ll get Wayne Rash is based Map. e Wunder- near Washington, D.C., the detailed weather Map app from the where he works as bureau chief and senior information. One Weather Under- columnist for eWEEK. interesting feature is ground folks gives He has been a pilot since 1968. He can be an animated clouds you a local display by reached at wayne@ diagram that shows Takeo HD showing airport weather details default, but you can waynerash.com
56 I CONTRAILS I SUMMER 2015 for going above UPGRADE YOUR PROTECTION. for going above and beyond LET FALCON WORK FOR YOU. and beyond. .
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SUMMER 2015 I CONTRAILS I 57 Humanitarian Efforts
clear the view. I’m trying to y the plane – keeping the little diamonds in the boxes. At a few hundred feet above ground, we think we spot the runway. And there’s a guy with a ashlight waving us in!” Even though the risk of a rough landing is pretty high, the risk of catching an illness is even greater. “Oh yeah. You’re going to get sick. I was sick for three weeks a er we came back from our last trip.” e mission team receives the proper inoculations, but when you’re in squalid conditions in a ird World country and interact closely with people who are ill, it’s really a matter of “what you get,” not “if you get.” And accommodations on these ex- cursions have their own special health threats. “My last stay in Machaquila was in a hut with scorpions, snakes and rats!” Creepy crawlies and danger- ous ying conditions have done nothing to diminish Combs’ passion for mission trips. He said LIVING (DOING) THE GOOD LIFE the smiles are what keep bringing him back again and again. “You By Judy Bumgarner get to see the joy on the faces and hear the shrieking of happiness. Dennis Combs wanted two things — to become an adventurer and I guess that’s what surprised me most. ese kids were happy. to make a di erence. He succeeded on both counts. As a pilot and Before we got there. Some of the owner of an Eclipse 500 twin fan jet, he already had the means to them lived in dumps. I don’t travel the world, but it was when he got involved with God’s Helping mean next to a dump. I mean in a dump. And they were smiling Hands that he found an opportunity to help the people of Guatemala and happy. It was something.” — and that’s when the real adventure began. Flying and doing good is the life for Combs. “It’s a truly “I think when you give money and dental care to the needy in max gross weight. . . . Lightening incredible joy,” he said. “If you’re to an organization, you have a Guatemala. “It happened very striking within the clouds close out there ying and helping peo- responsibility to know that it actu- quickly,” Combs added. to your wings and ying on ple and you’re able to capture an ally does some good,” Combs said. e Eclipse isn’t Combs’ only instruments only at 40,000 feet,” adventure and then share what “I didn’t want to just write a check. plane. He took ight lessons in Combs said. “You’ve done the you’ve learned with other people I wanted to do a real mission.” 2002 and started out with a Cess- math, and you know you have for a good cause … man, that’s He was referred to a guy who na 150. Within just a few months, enough fuel to make it … right?” the ultimate.” knew a guy. “ ey said, ‘You’ve he purchased a Cirrus SR22. Even as they near the airport If you’re interested in ying for got money. You’ve got a jet. If you en came the Eclipse. Of course, in Flores, nerves were still a humanitarian e ort or need ad- want to help, there’s a trip planned with its speed and comfort, the jet ragged. “As we get closer to the vice from an experienced overseas for Guatemala later this week.’” is his favorite, but even the Eclipse ground, the hot, humid air of mission team, contact Dennis He was introduced to Dr. can have a rough go of it. Central America encompasses Combs at dcombs@combscarcor- Omar Lopez, founder and pres- “ ere’s something about the aircra and both windshields ral.com or 208.850.2541. ident of God’s Helping Hands, a ying in the dark over open fog up. So when we break out of For more information about California-based mission orga- ocean. . . . In the clouds. . . . In a the clouds, we can’t see anything. God’s Helping Hands, go to nization that provides medical thunderstorm. . . . Loaded to the “My co-pilot is trying to GodsHelpingHands.org.
58 I CONTRAILS I SUMMER 2015
Humanitarian Efforts A New Year, a New You He was, in fact, irrelevant. at physical issues. Because of his inju- was a problem. He had no clue ries, he was simply “retired” by the Live your best life with Shaping Purpose what he was going to do with the military. He was 33 years old. He rest of his life. was devastated, and he had no idea Brett shared his dilemma with what to do with the rest of his life. fellow aviators and found imme- Enter Shaping Purpose. e young diate kinship. He was clearly not man exited the program with a real alone. Many of his pilot friends plan about what to do and is now confessed a similar conundrum. a successful engineer. He’s also be- ey’d found themselves in the come an ambassador for Shaping same boat with no plan for where Purpose. e young man even they were headed next. went back to the same Canadian “How many pilots would take military that had dumped him and o without a ight plan?” Brett shared his success and enthusiasm asked. So why would anyone for the program. e result? e want to run their lives without a Canadian military has contracted “life plan”? for four Shaping Purpose courses. When he met a woman who In short order Shaping Pur- had exactly the same issues, a pose also received the blessing new life plan emerged for each of Health Canada’s prestigious of them: ey created a compa- Research Ethics Board, the fed- ny called Shaping Purpose. “It eral department that supports became the solution to me for research and fosters partner- a stage in my life that was quite ships with researchers across uncomfortable,” Brett said. the country and the world. at Looking for clarity on what’s next? Shaping Purpose is a program accolade speaks volumes toward designed to give people of any age the program’s credibility. Shaping Purpose gives you the tools to make conscious choices and find your direction and purpose. the tools to create a personal life “Shaping Purpose is now my plan that delivers tangible results. life plan. is is my purpose,” “Everybody has his or her Brett said with a smile. And he own purpose and expectations of has a tiger by the tail. Four-day SPRING 2015: FALL 2015: what is really going to be fun for seminars are scheduled through- ’ the next stage of life. at’s what out the year in multiple locations, ¡¢ £ Shaping Purpose is about — de- and the Shaping Purpose pro- A PILOTSHAPING veloping that process, developing gram is also available on a 10-day, that clarity to get to the end goal high-end cruise from Istanbul to of ‘wow!’ I really enjoy what I’m Rome in September of this year. doing now.” Recently the program became PURPOSE Remember that old adage about mobile, o ering customized A CANADIAN AVIATOR IS WORKING TO GIVE EVERYONE A an idea whose time has come? seminars for businesses and social Shaping Purpose quickly groups around the world. PLAN FOR LIVING A HAPPIER LIFE. discovered the “lost without a “Creating a life plan is one By Lyn Freeman life plan” condition was more of those conversations we put ubiquitous than they’d ever typically put o ,” Brett said. Lorne Brett has been selling cars since 1969. imagined. It wasn’t just retirees “But when you don’t know what Over the years, he created a remarkably suc- who were interested, but the mil- your purpose in life is, you itary, rst responders, even col- become paralyzed and un- cessful collection of car dealerships in St. John, lege students. A psychiatrist and happy. is is not just true for New Brunswick, Canada. He lived a comfort- a psychologist were intrigued the retiree but even teen-agers able life, ew his own TBM 700 and generally enough by the work to join the transitioning to adulthood nd e ort and, in a relatively short themselves with no plan on enjoyed the fruits of his labor. But when his period of time, Shaping Purpose what they’re going to do next. son took over the family business, Brett found was on the radar. Shaping Purpose allows people One of its rst success stories to learn how to build their own himself in an odd position. was a retired captain from the life plans and understand their “It became clear to me I wasn’t was nice to see his legacy contin- Canadian military. During a purpose. And the bi-product is going to be needed in the car ue, but the company’s change in deployment in the Middle East, happiness.” business,” Brett said. leadership le Brett with virtually he’d been the victim of a roadside For more information, visit its And that was bitter sweet. It nothing to do. He’d been replaced. bomb but survived with enduring website at ShapingPurpose.com.
For more information, contact us at 1-844-806-1016 or [email protected] or visit shapingpurpose.com. 60 I CONTRAILS I SUMMER 2015 A New Year, a New You Live your best life with Shaping Purpose
Looking for clarity on what’s next? Shaping Purpose gives you the tools to make conscious choices and find your direction and purpose.
SPRING 2015: FALL 2015: ’ ¡¢ £
May 13 – 16, 2015 Sep. 20 – Oct. 2, 2015 Fairmont Le Château Montebello, Québec Mediterranean Majesty, Crystal Cruises During this four-day workshop at the rustic yet luxurious Fairmont Le Château Montebello, you will embark During a fun and active 13-day itinerary aboard the luxury, on the Shaping Purpose Journey. all-inclusive cruise Crystal Serenity, you’ll see the wonders of Turkey, Greece, Malta and Italy. At the same time, take You will identify your core values, passions and paerns a deep dive through the Shaping Purpose program to gain of the past, in order to chart the best map for the future. an understanding of your gis, passions and values – to help you make conscious choices in life. Meet new people who are asking the same questions and sharing the same experience. Gain clarity and identify your unique purpose as you navigate the next chapters of your life, with the world’s most beautiful scenery as your backdrop.
For more information, contact us at 1-844-806-1016 or [email protected] or visit shapingpurpose.com. partingshots
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