TBM TIMES

Featured In This Issue: eNewsletter January 2014 Issue: Six Volume: Two About TBM Times ------Anatomy of a Hot Section ------The Polished Aluminum TBM850 ------Winter Ground Operations by Terry Winson ------Avionics Website Update ------Welcome New Owners ------What’s New!

About TBM Times... At AVEX we strive to bring the TBM owner selling your aircraft or researching the TBM the best possible experience in every facet market, AVEX is at the forefront. By bringing you of owning a TBM. Details are our business, a monthly newsletter, TBM Times, our goal is to whether it’s the safety of your TBM, new share the knowledge and research we find along innovative ways of maintaining your aircraft, our detail oriented mission. ANATOMY OF A HOT SECTION

Most of us associate a hot section repair due to an overtemp or FOD (Foreign Object Debris). However, hot sections are also a routine item that are usually done about half way through the life of an engine, before an overhaul. Thus, at one point or another a hot section is something you need to make yourself aware of. The diagram below takes you on the step by step journey that a hot section repair entails.

Chuck Morris has been working at AVEX for 8 years, he is our Pratt and Whitney certified Hot Section Technician. Before working for AVEX, Chuck worked for three years at the Pratt and Whitney Long Beach Service Center. Chuck also served in the US Marine Corps specializing in artillery and marksmanship. Follow Chuck below for an Anatomy of a Hot Section.

Chuck goes over his “Hot Section Check List” one last time before the engine split.

The engine split begins. Before removing the engine components, Chuck marks them at 12-o-clock with a silver After Chief Inspector, Ron, measures the tip pencil so that Pratt and Whitney and AVEX will clearance with a feeler gauge he and Chuck have a reference point for reassembly. remove the CT Blade.

Next comes the removal of the inner combustion (1), baffle plate and lock Next comes the segments, the plate (2), and the inlet guide vane (3). segments are for clearance between the CT blade tips and the combustion liner. Usually the segments have "tip curl," meaning the ends curl up, but according to Ron's measurements this engine has minimal signs of tip contact and no signs of any excessive tip drag! 1

Next the inertial separator needs to be removed in order to get the fuel nozzles 2 out, because the flow divider is located right above the inertial separator and this part will need to be removed to get to the fuel nozzles. The fuel nozzles are then numbered and removed.

3 Chuck uses a torch and the Barfield to make sure the ITT Next the outer temperature probes combustion liner are working correctly. is removed and Ron then does a final the diffuser tubes inspection before are checked to the power section make sure they is reattached, while are secure. it's components are sent out to Pratt and Whitney.

After Pratt & Whitney sends back all the components Chuck started on inserting the #2 bearing oiler into a very snug hole, this took some finessing. As you can see the bearing oiler is a very unique shape that fits into a specialized cavity where it goes in and needs to be turned to a very specific degree in order for the nozzle to fit into its correct spot.

Chuck puts the ignitors on to align and The outer combustion liner is Next the bearing cover is put into place. hold the liner in place. examined one last time before installation.

Here is what the Inlet Guide Vane looks like after As you can see the Inlet Guide Vane is coated in returning from Pratt and Whitney. As you can see the ceramic to help heat protect the Nickel that the CT is segments have been replaced. The new segments made out of. are a snug fit, because the airflow goes the path of least resistance. If there is a small gap, then the air will utilize that passage and in turn the engine will need more fuel to compensate. Fuel Nozzles are also installed at this Next the Number 2 Bearing Cover is The Inlet Guide Vane, Lock Plate and time. put on. Air Baffle Plate are installed.

Chuck and Ron place the CT blade on the engine, seat the disk, check the tip clearance and reinstall making sure the bearings are all perfectly in place, throughout this process it is necessary to take the CT blade on and off about three times in order to make sure everything is perfect as they only get one shot at putting the screws in the lock plate perfectly!

Here is what the CT disk looks like coming back from Pratt and Whitney. Pratt has done an NDT inspection, replaced the rivets and made sure it is balanced. As you can see in the picture to the left the CT blades are actually hollow, this is specifically designed for cooling.

Here you see Ron and Chuck Here Ron is using several feeler Ron is putting loading on the disk and tightening the master spline, which gauges to make sure the CT blade measuring each of the gaps. aligns the CT disk, the compressor, is centered, without this step, gravity the shaft, bearing, and all rotating would insure the blade was off center parts. given the weight of the element. They have to seat the torque, break the torque, then do the final torque per specified torque limits in the manual. Inner combustion liner is inspected one last time and installed.

Now just a final scotch bright and cleaning of both sides before reattaching.

Now it is time for the hot section Next they use bee's wax on the to be re-attached sealant ring for two reasons: so that and bolted the ring stays centered and so that the together. ring does not pop open, if this were to occur the engine would run hot.

Next Chuck reattaches the Next the engine mount comes off. And the hoist comes off. oil scavenge tube.

The engine is back together! AVEX is a MRT repair service center and one of the largest Pratt & Whitney shops. Due to our outstanding working relationship with Pratt & Whitney we have negotiated special rates on all Hot Section Repairs and Engine Overhauls. For more information contact Ron Guynn, 805.389.1188.

The Polished ALUMINUM TBM850

N422AZ was all the buzz at the -Socata booth at National Business Aviation Association (NBAA) Convention and Exhibition in Las Vegas in October. AVEX was approached by a client with a very unique concept, to customize a new TBM850 with a polished aluminum finish. Together AVEX and Socata accomplished this customer request into this outstanding looking aircraft pictured above.

The special treatment consists of a bare metal finish across most of the airframe, complemented by gray metal paint on the fuselage bottom and for the composites parts, along with a rare matte black tail and N number. To complete the look the Elite interior has been done completely in black onyx with matching carbon fiber fittings. Winter Ground Operations By Terry Winson

In the TBM we find that the months that have the most number of accidents are December, February and March; these 3 months account for 55% of all the accidents. The assumption that these were all weather related accidents, is incorrect, but, the pressure of weather may have had a significant impact on many of these accidents. Another surprising statistic is the average ownership time of the pilots involved in these accidents is 2 years, and the average time in the make and model is 560 hours, indicating they were not necessarily novice pilots.

This month we will be discussing Winter Ground Operations. “Cold weather operations hazards are the primary meteorological cause of aviation accidents”. Source: NTSB.

On the west coast, winter ops are not something that I generally give a lot of thought to, although perhaps I should. There are a couple of reasons for this; our winter is short and certainly not considered severe and we have a lot of VFR days in the winter with relatively high freezing levels. As an example on December 17th Los Angeles International Airport was 85 degrees!

With this being said there is no latitude for complacency as these magnificent machines that we fly take us from warm climates to frigid temperatures in short spans of time. We have to be as cognizant of the hazards of winter flying as our contemporaries on the east coast who are well indoctrinated into the onerous winter conditions by the time the west coast sees our first frost on the wing. This discussion is meant as refresher on winter ground operations.

Winter Operations.

Before launching into cold-weather areas where inclement weather conditions exist or are forecasted obtaining an in depth weather briefing is critical. Before departing where inclement conditions are forecasted, consider how much experience you have operating in those conditions. If your experience is limited, there is little reason to stick your nose into something that you have no experience flying in.

On November 28, 2004 a professional crew in a Canadair Challenger attempted to take off out of Montrose Regional Airport, Colorado and it crashed prior to leaving the airport confines. One of the contributing causes of the accident cited in the NTSB report was the lack of experience of the crew operating in winter conditions. There were 3 fatalities.

In February 2006 a Cessna 560 owned by a Fortune 500 company, flown by a professional crew, en route into Pueblo Colorado crashed 4 miles from the runway killing 8 people. The NTSB determined that the probable cause of this accident was the flight crew’s failure to effectively monitor and maintain airspeed and comply with procedures for deice boot activation on the approach, which caused an aerodynamic from which they did not recover. The safety issues discussed in the NTSB report include inadequate training on operations in icing conditions, inadequate deice boot system operational guidance.

The point I am making by referencing to these tragic incidents is they happened to professional pilots, flying equipment that is considerably more capable than what we are operating, and even these trained professionals failed in their preparation for these flights that ended so tragically. Preparation and knowledge are the key elements to surviving winter icing accidents. Preparation comes in the form of being informed and making decisions based on our capabilities and experience.

One of the challenges that we face as private pilots is the opportunity to obtain adequate training in winter operations. Why? First, we don’t have highly defined operations specs from our company on how and what to do in conditions that we might encounter, such as procedure manuals provided to airline pilots. Second, the training that we receive in my experience does not cover much on icing conditions and is limited to a couple of minutes of discussion and perhaps a question or two. This is simply inadequate and, as pilots, it is the responsibility of each of us to obtain the necessary knowledge that is required to be as safe as conditions merit.

Let’s go over some of the basic ground handling components that we need to be cognizant of when operating in winter environments. This is by no means all-encompassing and every TBM pilot should examine their winter operations procedures and become more knowledgeable about the risks and the precautions that need to be taken to mitigate these risks.

Considerations when icing is encountered during ground operations.

What is ground icing? This is a condition where the critical surfaces on an aircraft (wings, control surfaces, propellers, horizontal stabilizers, vertical stabilizers or any other stabilizing surface on an aircraft) become contaminated with ice. We are all bound by FAR 91.527 which stresses the clean aircraft concept and directs the pilot to ensure that the control surfaces are clean and free of contaminations before departure.

Why is this important? It is a FAR and there is no latitude but to observe this FAR if you don’t want to run the risk of a violation or worse. Also, NASA has shown that ice on a wing, as small as grains of salt, scattered 1mm apart, covering the surface of a wing will reduce lift by as much as 30%. Contamination on the wing surface increases drag and changes the amount of power required to meet performance specifications of the aircraft. Conversely if there is contamination on the it will change the shape of the airflow over the wing resulting in a different Critical Angle of Attack. The kicker to these conditions is the performance degradation, increased drag and change in the Critical Angle of Attack is wide-ranging and unpredictable. With contamination on the wings, one cannot know what airspeed the plane requires to fly, what angle of attack and airspeed you need to prevent a stall, or what performance you can expect from the plane. All good reasons to adhere to the FAR!

In the FAR there is no latitude given for the degree of contamination, hence the clean surface concept.

When does icing occur on the ground? • Whenever atmospheric conditions are conducive to icing. • After landing where the fuel in the wing has become super cooled.

Some of the Atmospheric Conditions that can result in contamination of flight surfaces:

Frost. This is a crystallized deposit on the top of the aircraft surfaces, normally white in color and easily identified, forms at temperatures of 0 degrees C and lower.

Freezing Fog. A mass of tiny droplets of water that forms ice on contact with any aircraft surface at 0°C or below. Affects the horizontal stabilizer, wings, engine and the underside of the aircraft. Super-cooled air that retains liquid state and freezes on contact with a solid surface.

Freezing Rain. Super-cooled drops of moisture that solidify when they make contact with a surface at or below 0°C.

Dry Snow. Comprised of ice crystals and ice flakes mixed with air. Does not stick to surface and can be removed easily. This is the least harmful of the contaminates but may cause problems if not removed properly. The method of brushing the dry snow can cause friction that may produce enough heat to melt the snow and allow it to refreeze.

Wet Snow. Flat plate ice crystals that occur when water adheres to outer edges of crystals and forms ice that sticks to the critical aircraft surfaces.

Ice Pellets. Can form ice on upper critical surfaces on the aircraft resulting in ice contamination of the surfaces.

Wing ice from super cooled fuel.

Ice can form on a wing at temperatures above 0 degrees C. This happens when the fuel in the wing has become super cooled (normally from a previous flight), where there is high humidity in the air on the ground, this moisture laden air flows over the cool surface of the wing and condenses on the wing, and due to the below freezing temperature of the wing skin this moisture solidifies and becomes ice. Unfortunately the ice that forms is normally clear ice and is difficult to see and can form on both the upper and lower surfaces. This necessitates the tactile check on the wing surfaces to determine if there has been any icing. This condition is commonly seen on the TBM and has been cited in at least one accident as the cause of the crash.

De-Icing the aircraft.

As already noted, no pilot may operate an aircraft with a contaminated critical surface on the aircraft. When these surfaces become contaminated the only options a pilot has are to either remove contaminates from the surfaces or put the plane back in the barn and wait for the ice to melt.

If the decision is made to de-ice the plane using fluids, there are only 2 approved options; Class I and Class III fluids. It is important to understand the difference between these fluids.

Class I fluid is a de-ice fluid, in other words, it can remove contaminates from the wing but has no properties for anti-icing the plane and as such has no HOT (Hold Over Time) properties, which means that it cannot be used where there is a threat of continued ice accumulation prior to take off. An anti-ice fluid on the other hand remains on the wing until a shear value is reached and as such has the ability to prevent further accumulation of ice on the wing surfaces. The shear value is determined by the speed at which the anti-ice fluid slides off the wing to provide a clean surface. In the case of a class III fluid this speed is 60 knots. Type II and IV anti-ice fluids shear off at 100-110 knots and are therefore not approved for use on the TBM.

An important note with respect to HOT times, the FAA has issued new instructions with respect to HOT and all pilots should have a copy of the new regulations. A copy can be downloaded here, in the new regulation the FAA has determined that there are other factors that need to be taken into consideration with respect to the HOT, these refer to intensity of the conditions leading the accretion of ice such as visibility and time of day and now have “very light,” “light,” and “moderate” definitions that apply to hold over times.

Assuming that we are at the point of the clean surface ‘doctrine’ and we are about to start the plane we should do a short refresher of some items that are in the TBM Pilot Operating Handbook.

Under Chapter 4, Amplified Procedures there are limitations to the start temperatures and requirements for starting the TBM in extreme cold conditions. The Operating Envelope Chart covers the method of starting the aircraft depending on temperature and transit time in the cold conditions. There are 3 envelopes that are covered in these procedures and they should be reviewed when operating in these conditions. For example 4.5.14 when temperatures are below freezing one is instructed not to sump the fuel drains and particular attention must be paid to the free ‘deflection of the elevator trim’.

When taxiing the aircraft where there is ice on the ground, remember to taxi slowly, poor directional control can lead to the aircraft sliding off the taxi way. Smooth applications of power are essential to ensure directional control. When applying brakes, apply them progressively.

Section 4.5.9 provides the recommendations for un-ploughed (un tamped) runways. SOCATA recommends to takeoff with no flaps if the runway is long enough. Bear in mind that torque tends to make the plane turn to the left and until you have enough speed to get directional control with the rudder this can be a challenge. On runways that are contaminated with snow the IAS rotation should be increased by 5 KIAS and allow for an incremental ground roll of +15% or longer depending on the how packed the snow on the runway is. SOCATA also recommends lifting the nose wheel off the ground ‘lightly’ on the takeoff roll to reduce the resistance of the snow against the nose wheel. It is also recommended after takeoff to complete 2 gear retraction cycles to remove any snow that may be attached to the gear or may have accumulated in the gear well area. One last thing to consider with respect to un-ploughed runways, when you commit yourself to take off, understand that if you decide to abort the take off your options with respect to stopping the plane are limited due to the fact that braking action cannot be relied upon in these conditions.

The safety of the TBM community is important this article is meant merely as a short discourse on ground operations before operating in conditions where ground icing is prevalent, it is by no means complete and all pilots should be thoroughly conversant with the recommendations that pertain to these conditions in the POH.

DOWNLOAD OFFICIAL FAA HOLDOVER TIME TABLES: WINTER 2013-2014

AVIONICS WEBSITE UPDATE

The avionics portion of the AVEX website has been revamped with an interactive tool that helps you explore in depth what goes into an installation. It also features before and after pictures from various TBM models and a detailed look at the G-600 and Trilogy. Visit http://www.newavex.com/avionics.htm to explore! Take a detailed look at the L3 Trilogy. http://www.newavex.com/trilogy.htm

Take a detailed look at the G-600. http://www.newavex.com/g-600.htm

Get an idea of what a panel upgrade would like in your aircraft. Explore before and after pictures in a TBM 850, TBM 850L, TBM 700C2, TBM 700B, and TBM 700A. http://www.newavex.com/before-after.htm

Welcome New Owners It takes a dedicated team to buy or sell a TBM. We have put together the necessary pieces to make the sales process seamless. At AVEX we pride ourselves in putting our customers needs and requests ahead of anything else. We take a straightforward and educational approach to sales, not the typical pushy sales tactics you may find elsewhere. After a sale is closed our relationship with our owners doesn’t end but continues to grow and develop. We enjoy being here when you need us. Welcome to the AVEX family! We are excited to welcome 5 new TBM owners for the month of January!

GIOSTYLE, LLC MR. & MRS. HILTON

N422AZ N850BA ALAN KINSEL STEVE AND JAN WATSON

N850JM N668SJ

JOHN WEBER

N850KG WHAT’S NEW! In November AVEX was honored to be awarded the 2012 & 2013 “Installation Center” Service Award from Pratt & Whitney. Due to AVEX’s expertise on the Socata TBM, and our excellent working relationship with Pratt & Whitney, Canada, we serve as a CFirst Mobile Repair Team facility, for P&WC. This allows AVEX to give our clients prompt support anywhere in the Continental United States. AVEX is where you are! The AVEX sales team to took Cour d’Alene in September for the annual TBMOPA Convention.

The AVEX sales team was in Las Vegas at NBAA at the Daher-Socata booth in October which featured N422AZ recently sold by AVEX. Connect with us: 205 Durley Avenue, Camarillo CA 93010

http://www.newavex.com | 805.389.1188 | [email protected]

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