­FOR THE PILOTS OF OWNER-FLOWN, CABIN-CLASS AIRCRAFT FEBRUARY 2015 $3.95 US VOLUME 19 NUMBER 2

How To Gain With Your Plane NASCAR Great Enhances His Conquest II Panel

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JETS 1 DIAMOND I 40 HAWKER 1000A 34 36A 303 CONQUEST I 5 MERLIN IV TWIN PISTON 8 2 ROCKWELL 520 53 DIAMOND IA 9 HAWKER 125-1A 24 354 CONQUEST II 13 MERLIN IV-A COMMANDER CHIEF PILOTS & OWNERS 3 DORNIER ENVOY 3 2 HAWKER 125-1AS 219 49 KING AIR 100 13 MERLIN IV-C OWNERS 15 ROCKWELL 560 Aircraft Count 282 ECLIPSE EA500 1 HAWKER 125-3A/RA 193 LEARJET 45XR 502 KING AIR 200 105 MITSUBISHI MARQUISE Aircraft Count COMMANDER 47 EMBRAER LEGACY 600 2 HAWKER 125-400A 115 12 KING AIR 200C 1 MITSUBISHI MU-2D 21 ROCKWELL 560A 4 AIRBUS ACJ319 9 ADAM A500 8 EMBRAER LEGACY 650 29 HAWKER 125-400AS 5 LEARJET 55B 12 KING AIR 200T 29 MITSUBISHI MU-2F COMMANDER 32 ASTRA 1125 1550 BARON 58 158 EMBRAER PHENOM 100 1 HAWKER 125-400B 12 LEARJET 55C House Ad 203 KING AIR 300 1 MITSUBISHI MU-2G 17 ROCKWELL 560E 31 ASTRA 1125SP 479 BARON 58P COMMANDER 82 EMBRAER PHENOM 300 4 HAWKER 125-600A 293 3 KING AIR 300LW 22 MITSUBISHI MU-2J 63 ASTRA 1125SPX 137 BARON 58TC 11 ROCKWELL 560F 123 FALCON 10 11 HAWKER 125-600AS 130 PREMIER I 588 KING AIR 350 32 MITSUBISHI MU-2K 51 BEECHJET 400 5 BARON A56TC COMMANDER 28 FALCON 100 113 HAWKER 125-700A 16 SABRELINER 40 Full Page 34 KING AIR 350C 15 MITSUBISHI MU-2L 275 BEECHJET 400A 142 BARON G58 36 ROCKWELL 680 SUPER 25 FALCON 200 50 13 SABRELINER 40A 17 KING AIR 90 23 MITSUBISHI MU-2M 58 BOEING BBJ 4/C Ad 43 BEECH BARON 56 TC 17 ROCKWELL 680E 176 FALCON 2000 187 HAWKER 400XP 7 SABRELINER 40EL 7 KING AIR A/B90 30 MITSUBISHI MU-2N 391 CHALLENGER 300 2 BEECH BARON 58 PA 19 ROCKWELL 680F 21 FALCON 2000EX 21 HAWKER 750 3 SABRELINER 40R 120 KING AIR A100 38 MITSUBISHI MU-2P 65 CHALLENGER 600 217 BEECH DUKE B60 COMMANDER 81 FALCON 20C 223 HAWKER 800A 24 SABRELINER 60 203 KING AIR A200 55 MITSUBISHI SOLITAIRE 58 CHALLENGER 601-1A 193 CESSNA 340 22 ROCKWELL 680FL GRAND 17 FALCON 20C-5 2 HAWKER 800B 1 SABRELINER 60A 58 KING AIR A90 673 PILATUS P-12 133 CHALLENGER 601-3A 556 CESSNA 340A COMMANDER 26 FALCON 20D 335 HAWKER 800XP 2 SABRELINER 60AELXM 221 KING AIR A90-1 341 PILATUS PC-12 NG 56 CHALLENGER 601-3R 120 CESSNA 402B 14 ROCKWELL 680FLP 3 FALCON 20D-5 14 HAWKER 800XPI 12 SABRELINER 60ELXM 135 KING AIR B100 549 PILATUS PC-12/45 279 CHALLENGER 604 BUSINESS LINER GRAND LINER 7 FALCON 20E 67 HAWKER 850XP 3 SABRELINER 60EX 902 KING AIR B200 154 PILATUS PC-12/47 5 CHALLENGER 800 64 CESSNA 402C 8 FALCON 20E-5 131 HAWKER 900XP 1 SABRELINER 60SCEX 78 KING AIR B200C 18 PIPER 700P AEROSTAR 169 CITATION 500 38 HIGH PERFORMANCE 59 FALCON 20F 4 JET COMMANDER 1121 85 SABRELINER 65 63 KING AIR B200GT 492 PIPER MERIDIAN 319 CITATION 525 288 CESSNA 414 82 FALCON 20F-5 6 JET COMMANDER 1121B 1 SABRELINER 75 2 KING AIR B200SE 10 ROCKWELL 680T TURBO MOVE-UP SINGLES 284 CITATION BRAVO 374 CESSNA 414A 229 FALCON 50 12 JETSTAR 731 17 SABRELINER 80 3 KING AIR B200T 6 ROCKWELL 680V TURBO II OWNERS 151 CITATION CJ1 CHANCELLOR 8 FALCON 50-40 11 JETSTAR II 3 SABRELINER 80SC 66 KING AIR B90 7 ROCKWELL 680W TURBO II Aircraft Count 69 CITATION CJ1+ 72 113 FALCON 50EX 51 JETSTREAM 31 101 WESTWIND 1 295 KING AIR C90 9 ROCKWELL 681 HAWK 202 CITATION CJ2 61 CESSNA 421A 135 FALCON 900 40 JETSTREAM 32 4 WESTWIND 1123 32 KING AIR C90-1 89 SOCATA TBM-700A 250 BEECH BONANZA 160 CITATION CJ2+ 454 CESSNA 421B 21 FALCON 900C 15 JETSTREAM 41 45 WESTWIND 1124 160 KING AIR C90A 91 SOCATA TBM-700B 493 CESSNA 182 390 CITATION CJ3 757 CESSNA 421C 116 FALCON 900EX 15 76 WESTWIND 2 316 KING AIR C90B 4 SOCATA TBM-700C1 71 CESSNA 206 180 CITATION ENCORE 66 CESSNA T303 98 GLOBAL 5000 26 7 KING AIR C90SE 115 SOCATA TBM-700C2 448 CESSNA P210N 306 CITATION EXCEL 124 PIPER 601P AEROSTAR 112 GLOBAL EXPRESS 5 LEARJET 24A 278 KING AIR E90 318 SOCATA TBM-850 26 CESSNA P210R 5 CITATION I TURBO PROPS 29 PIPER 602P AEROSTAR 25 GULFSTREAM G-100 19 LEARJET 24B 160 KING AIR F90 22 SOCATA TBM-900 58 CESSNA T182 288 CITATION I/SP CHIEF PILOTS & OWNERS 465 PIPER CHIEFTAIN 161 GULFSTREAM G-200 53 LEARJET 24D 17 KING AIR F90-1 6 STARSHIP 2000A 1 CESSNA T206 478 CITATION II Aircraft Count 28 PIPER MOJAVE 8 GULFSTREAM G-300 14 LEARJET 24E 1 MERLIN 300 51 TURBO COMMANDER 1000 2714 CIRRUS SR22 50 CITATION II/SP 870 PIPER NAVAJO 27 GULFSTREAM G-400 9 LEARJET 24F 1 MERLIN IIA 27 TURBO COMMANDER 690 240 PIPER MALIBU 173 CITATION III 275 CARAVAN 208 24 ROCKWELL 500 SHRIKE 222 GULFSTREAM G-450 33 29 MERLIN IIB 129 TURBO COMMANDER 690A 387 PIPER MALIBU MIRAGE 329 CITATION MUSTANG 1087 CARAVAN 208B 33 ROCKWELL 500A SHRIKE 7 GULFSTREAM G-500 57 LEARJET 25B 12 MERLIN III 113 TURBO COMMANDER 690B 138 CITATION S/II 3 CARAVAN II 69 ROCKWELL 500B SHRIKE 330 GULFSTREAM G-550 7 LEARJET 25C 20 MERLIN IIIA 58 TURBO COMMANDER 840 37,744 TOTAL 257 CITATION SOVEREIGN 34 CHEYENNE 400 46 ROCKWELL 500S SHRIKE 42 GULFSTREAM G-I 94 LEARJET 25D 49 MERLIN IIIB 16 TURBO COMMANDER 900 284 CITATION ULTRA 221 CHEYENNE I 8 ROCKWELL 500U SHRIKE AIRCRAFT 110 GULFSTREAM G-II 6 14 MERLIN IIIC 23 TURBO COMMANDER 980 287 CITATION V 14 CHEYENNE IA 31 GULFSTREAM G-IIB 28 20 CITATION VI 303 CHEYENNE II 186 GULFSTREAM G-III 172 LEARJET 31A John Shoemaker, Advertising Director 104 CITATION VII 59 CHEYENNE III 188 GULFSTREAM G-IV 43 257 CITATION X 21 CHEYENNE IIIA 2779 Aero Park Drive • P.O. Box 968 • Traverse City, MI 49685-0968 317 GULFSTREAM G-IVSP 426 LEARJET 35A 199 CITATION XLS 59 CHEYENNE IIXL (800) 773-7798 • (231) 946-3712 • Fax: (231) 946-9588 182 GULFSTREAM G-V 21 LEARJET 36 22 CHEYENNE IV E-mail: [email protected] • www.twinandturbine.com

2 • ­TWIN & TURBINE FEBRUARY 2015 FEBRUARY 2015 ­TWIN & TURBINE • ­1 Contents FEBRUARY 2015 • VOL. 19, NO. 2

EDITOR FEATURES LeRoy Cook 4 Editorial EDITORIAL OFFICE 2779 Aero Park Drive Authority Traverse City, MI 49686 Phone: (660) 679-5650 E-mail: [email protected] 6 Where Are You Going To Take Your MU? PUBLISHERS Bringing An MU-2 Home For Service J. Scott Lizenby Dave Moore 6 PRESIDENT 14 No Plane, No Gain Dave Moore How To Make It Work For Your Company CFO J. Scott Lizenby – John Loughmiller

PRODUCTION MANAGER Mike Revard 18 A NASCAR Legend

PUBLICATIONS DIRECTOR Turbocharges His Panel Steve Smith Bill Elliott Upgrades His Nav System GRAPHIC DESIGN 14 Michael McCatty – Kevin Knight

ADVERTISING DIRECTOR John Shoemaker From The Flight Deck Twin & Turbine 2779 Aero Park Drive 22 Baby, It’s Cold Outside Traverse City, MI 49686 Phone: 1-800-773-7798 – Kevin Dingman Fax: (231) 946-9588 [email protected] Rockwell Collins Twin Proficiency Full Page REPRINT SALES DIRECTOR 18 MEDIA COORDINATOR 24 Checkride Circus Tricks 4/C Ad ADVERTISING ADMINISTRATIVE ASSISTANT – Thomas Turner Betsy Beaudoin Phone: 1-800-773-7798 [email protected] 28 En Route: SUBSCRIBER SERVICES NetJets Adds 10 Signature Series Phenom 300s to Embraer Order Deb Neuman Kathy Erlewein January Error Correction: Missing Text For “From The Flight Deck” column Maria Mellberg San Juana Fisher BPPP Initial and Recurrent online classes now FREE to P.O. Box 968 American Bonanza Society members. 22 Traverse City, MI 49685 1-800-447-7367

COVER PHOTO 31 Advertisers Index Paul Bowen Photography

TWIN & TURBINE WEBSITE 32 On Final www.twinandturbine.com­­ Better Weather Search for the MediaWire app on your iPad. Issues of – David Miller Twin & Turbine are available for free 28 www.twinandturbine.com

Twin & Turbine (ISSN 1945-6514), USPS 24432 is published monthly by Village Press, Inc. with advertising offices located at 2779 Aero Park Drive, Traverse City, Michigan 49686. Telephone (231) 946-3712. Printed in the United States of America. All rights reserved. Copyright 2015, Village Press, Inc. Periodical Postage Paid at Traverse City, MI. SUBSCRIPTIONS: Twin & Turbine is distributed at no charge to all registered owners of cabin-class aircraft. The mailing list is updated monthly. All others may subscribe by writing to: Twin & Turbine, P.O. Box 968, Traverse City, MI 49685, or by calling 1-800-447-7367. Rates for the United States and its possessions follow: one year $29.95; two years $52.50. Canadian subscriptions are $15 per year additional, including GST tax. Overseas subscriptions are $30 per year additional, U.S. funds. Single copies $3.95. ADVERTISING: Advertising in Twin & Turbine does not necessarily imply endorsement. Queries, questions, and requests for media kits should be directed to the Advertising Director, Twin & Turbine, P.O. Box 968, Traverse City, Michigan 49685. Telephone 1-800-773-7798. Website: www.twinandturbine.com. MANUSCRIPTS: Twin & Turbine assumes no responsibility for unsolicited manuscripts, photographs, or art work. While unsolicited submissions are welcome, it is best to query first and ask for our Writer’s Guidelines. All unassigned submissions must be accompanied by return postage. Address queries and requests for Writer’s Guidelines to the editor. POSTMASTER: Send address changes and inquiries to Twin & Turbine, Village Press, Inc., P.O. Box 968, Traverse City, MI 49685. 2 • ­TWIN & TURBINE FEBRUARY 2015 FEBRUARY 2015 ­TWIN­ & TURBINE •• ­3 editor’sbriefing

Authority ears ago, I was reminded up to the challenge if we lost one unexpectedly ... in the dark ... by my superior manage- in the weather? ment “You can delegate Y Sharing authority is normal in aviation, even when flying your authority, but you can never single-pilot. When we click on the autopilot, we’re abdicating delegate the responsibility.” That some of our authority, unless we stay plugged in and monitoring admonition applies to aviation, the automation. When we program the FMS to guide us through with great precision. In the final the flight plan, we’re letting it have some authority, but we’re still analysis, quoting FAR 91.3(a), “The responsible for watching the aircraft’s progress. And air traffic pilot in command of an aircraft is controllers have authority over the airspace we’re going to use; we directly responsible for, and is the have to share authority with ATC, despite our responsibility as PIC. final authority as to, the operation of that aircraft.” It has to be In a two-crew cockpit, somebody’s got to be the Captain. I that way, because no one else is in a position to observe what’s may let the other fellow make the takeoff or landing, but I know taking place and there’s certainly no way to board the aircraft I have to guard my set of controls and back up his configuration in flight to lend a hand. Woodland Aviation changes, particularly when we’re close to the ground. No matter Full Page 4/C Ad Whenever I read about an incomprehensible accident, I have how experienced he or she might be, I had best check the to temper my rush to judgment with the knowledge that I wasn’t frequencies and crossing altitudes being input. Responsibility sitting there in the weather or in the out-of-control airplane. I doesn’t transfer with the controls. might have reacted similarly, although we all like to think we’d In the case of AirAsia’s A320 that took 162 people to the have pulled the fat out of the fire before it was burned up. bottom of the Java Sea, there was a denial of a request to deviate Regardless, the responsibility is in the command seat, and not because of weather. One can speculate that the pilots acquiesced always is the PIC up to the challenge. to ATC’s refusal out of respect for the traffic situation and the Of late, we’ve seen a rash of single-pilot twins involved in controller’s authority. But the controller is never responsible for fatal crashes after takeoff; Chicago, Wichita, Denver. In each the operation of an aircraft in flight. If the situation demands case, only the deceased pilot was aboard, so we don’t have a immediate action to avoid loss of the airplane, the PIC should lot of information to go on. It would seem that continued flight act under FAR 91.3(b), with or without ATC clearance. We’ll clean should have been possible if an engine was lost, but somehow up the mess and talk about it later. the pilots couldn’t keep their brief flight from coming to a bad Whether it’s automation, ATC or supervisory oversight, you end. In training exercises, we know an engine cut is coming; must stay in command. Never forget who’s responsible up there. we’re loaded, cocked and ready to spring into action with a LeRoy Cook. rudder-mashing foot and a feathering drill. But, would we be Editor

4 • ­TWIN & TURBINE FEBRUARY 2015 FEBRUARY 2015 ­TWIN & TURBINE • ­5 Where Are You Going To Take Your MU? By LeRoy Cook

y any reasonable prediction, one would expect that the Mitsubishi MU-2 twin turboprop, introduced Bin the late 1960s and out of production since 1983, would be an “orphan airplane”, with factory parts and support no longer available. As it turns out, that’s the farthest thing from the truth. Not only is the MU-2 fleet alive and well, it still enjoys support from its manufacturer, Mitsubishi Heavy Industries, and 12 authorized Service Centers.

Among the dozen Centers worldwide, only one is owned by MHI itself: Intercontinental Jet Service located in Tulsa, Oklahoma. ICJS also hosts the MU-2’s global parts supply warehouse and can offer just about every possible service option for the venerable MU-2. Only full painting and zero-time overhauls for the Honeywell TPE-331 powerplants are farmed out; everything else, from propeller overhauls to avionics updates, can be done at the Tulsa facility. The MU-2, of course, has had a long and storied history, not the least of which are tales of “killer airplane” and uninsurability. As the only twin turboprop in its Intercontinental class that was designed from the very beginning to be a turboprop (all of its competitors were developed from Jet Services piston-engine predecessors), it was extremely advanced for its time. The MU-2 introduced features like spoiler Provides Factory roll-axis control so it could be given full-span flaps, a high wing loading for both speed and a solid ride through Support For turbulence, and over-built military-style construction with no life limit on the . Mitsubishi Heavy The MU-2 Industries had considerable experience with building aircraft under license from U.S. firms, hence the MU-2 drew heavily on its in-house expertise. It was the first true over-300-mph small business airplane, outpacing competitors and attracting buyers seeking the highest-performing aircraft they could afford. But, because it required somewhat different operational techniques, some of the new owners got behind the MU-2 and its accident toll became inflated by armchair experts. MHI rose to the occasion and 20 years ago it developed a PROP (Pilots Review of Proficiency) biennial pilot-proficiency training course.

6 • ­TWIN & TURBINE FEBRUARY 2015 FEBRUARY 2015 ­TWIN & TURBINE • ­7 A Place To Go –5 or –6 versions, with equivalent shaft horsepower ratings from 724 to Recently, we stopped at the 776; tailpipe thrust adds extra push. Intercontinental Jet Service TBO is a lengthy 5,400 hours, with Corporation complex on the hot sections scheduled at 1,800- northwest side of Tulsa International hour intervals. However, it makes Airport, where the normal contingent sense to convert to the –10 engine of MU-2s was on the ramp. More at overhaul time, gaining vastly importantly, a half-dozen were in improved efficiency at altitude. The the shops, getting upgrades and single-shaft AirResearch/Garrett/ phase service. ICJS president Dennis Honeywell turboprop is noted for Braner and Director of Operations its ease of operation and good fuel Mark James gave me the tour of the specifics, with very quick response sprawling facility, established in 1987. to throttle changes. Although the company does work on other airplanes, like the Piaggio The Ultimate MU-2 Thanks to that and other initiatives, and recurrent training to fly the Avanti we saw in the hangar and a James showed us the Limited the MU-2 has now earned the honor airplane, but it’s mostly common Beech Starship that was coming in Edition MU-2 developed by ICJS, of having the lowest accident rate in sense requirements, such as a during the next week, it is noted for which incorporates a total makeover its category over the last half-dozen functioning autopilot for single-pilot being the go-to place for MU-2 service. years. It just took some respect for IFR, and PIC standards that would from the bare airframe up. Everything Shoreline Aviation Insurance According to Mark James, about gets looked at and refurbished, with the aircraft and proper training in be required by insurance companies Half Page 270 MU-2s are currently in the a new interior and paint, but the how to avoid carrying bad habits in any event. An FAA review of the 4/C Ad into its operation. aircraft’s ability to meet its Part 23 fleet, about evenly split between the showpiece is the SAFRAN-Sagem certification standards had turned short-body and long-body models. flight deck, using digital displays Yes, there is a 2006 Special up no issues. Thus, the agency The longer MU-2G, with two extra of primary flight, navigation and Federal Air Regulation 108 for the imposed stiffer pilot training, and seats, maingear pods and aft-fuselage engine instrumentation. Given the MU-2, requiring specific initial that has apparently worked. strakes, first appeared in 1970 and low acquisition price of older MU-2s, was subsequently identified with J, a fine Limited Edition upgrade can L & N letters before winding up as result in a like-new performer, with the Marquise in 1979. The original the latest bells and whistles, for less short-body airplanes, with a sleeker than any equivalent airplane. As an fuselage that folds the maingear example, ICJS found a long-body behind the cabin, are suffixed by Marquise with less than 2,000 hours B, D, F, K, M and P, finishing as the total time that it is currently going Solitaire. But, officially, these are all through; it’ll be a prime candidate MU-2B airplanes, with dash-numbers for the Limited Edition mods. to show various iterations. He also showed us the method The Honeywell TPE-331 engines of compliance for MHI’s frame- on the MU-2 are most commonly inspection service bulletin, a check

Rocky Mountain Propellers Sixth Page 4/C Ad

8 • ­TWIN & TURBINE FEBRUARY 2015 FEBRUARY 2015 ­TWIN & TURBINE • ­9 for fuselage frame cracking that seen with full tanks, although the is to be performed every 2,400 underslung tip tanks make the hours, usually in conjunction with droop appear greater than it actually a phase inspection. Since some of is. The double-slotted full-span the have accumulated flaps needed to enhance takeoff With the proper training, the MU-2’s can 20,000 hours in service, continuing and landing performance required airworthiness concerns led MHI to spoilers to be used for roll control; issue the bulletin, which may or roll trim is provided by adjustable safely deliver more bang for the buck than may not become an AD. In truth, tabs on the trailing edges. James very little cracking has been found, pointed out that the MU-2 is an all- and nearly all was on long-body electric airplane; only the brake models, James said. The MU-2 is system uses hydraulics, everything just about any other aircraft between big a very over-built airplane. A test- else is actuated electrically. article fuselage in the shop had been used for pressurization cycle testing, The fully-enclosed main landing again showing no damage after an gear stows in the lower fuselage, piston twins and light jets. extended time-in-service regimen. in large fairings on the long-body models, or behind the baggage Mark James’ advice for compartment in short-body prospective MU-2 buyers is to get versions; large 8.50 x 10 tires are Turbines Inc. their aircraft into an approved fitted. If the gear looks like it came Half Page service center, where the aircraft off a Lockheed F-104 fighter, it’s 4/C Ad is well understood, have it given a probably because MHI license- good prepurchase check, and have built Starfighters for the the pilot attend the PROP training, Self Defense Force. The 5.00 x along with sending a mechanic to 5 dual-wheel nosegear swings the SimCom service training course. aft for retraction; after parking, it The aircraft is a good buy, but it is disconnected from the steering needs proper care and operation. links for towing. ICJS sees very little corrosion, even from coastal locations, James says. The empennage is conventional, but the horizontal stabilizer has Originally, the MU-2 was test noticeable undercamber as part of flown with Turbomeca Astazou its airfoil design. Dual trim tabs turboprops, changed to Garrett TPE- are provided for symmetry. The 331-25AA engines of 605 eshp for powerful rudder is adequate production. It was upgraded to the for handling single-engine 705-eshp TPE-331-1-151A after two flight, but the Honeywell years. The aircraft was originally engine incorporates marketed by Mooney Aircraft in the negative torque sensing that drives U.S.A., but the arrangement was the propellers toward feather abandoned in 1970. The MU-2 was automatically if power is lost. actually built and certified in the Transitioning pilots are cautioned U.S., at a San Angelo, Texas plant, not to crank in “aileron” with the from MHI-supplied subassemblies. control wheel in such a case; that There, the 60-percent American would add drag by activating the components were added to the spoiler. Instead, the roll trim surface airplane, which received an MAINTENANCE is toggled while holding rudder • All scheduled and non-scheduled maintenance by our friendly, experienced technicians airworthiness certificate from the • against the dead engine. Qualified to work on Citation, KingAir, Twin Commander, and Pilatus FAA instead of the JCAB. Avionics Northeast Air Inc. Performancewise, the MU-2 is a • Legacy: partial and full glass cockpit completionsSixth Page • Garmin GTN650 and GTN750 installations Understanding The Difference rocket. The short-body airplanes • XM Weather, traffic and mode S upgrades4/C Ad The MU-2’s unusual appearance can top out above 300 knots, was cutting edge in 1967; fuel initially climbing at nearly 3,000 was carried in large tip tanks, fpm. Best altitudes are 20,000 to requiring simultaneous or staged 28,000 feet, where the parsimonious [email protected] refueling to avoid tipping imbalance. TPE-331’s will use 65 to 80 gph total. www.northeastair.com Portland Jetport (KPWM) Maine CRS #FTUR030E Pronounced wing droop can be Although the later-model airplanes

10 • ­TWIN & TURBINE FEBRUARY 2015 FEBRUARY 2015 ­TWIN & TURBINE • ­11 are certificated to fly as high as flaps come up above 140 knots and 31,000 feet, RVSM certification is a typical cruise climb is at 180 normally not pursued for the limited knots. Descent management is benefit it provides. easy, thanks to the drag provided by the big three-blade props turning Inflight workload is light; there are no boost pumps, cowl flaps or at 2,000 rpm (1,591 with four tank switching to be handled. Fuel blades). Setting up for an approach is fed from a center tank, refilled works well at about 175 knots, the from the bleed-air pressurized tip retractable landing lights speed tanks and outboard wing tanks, flown by the numbers, in proper limit, with gear extension permitted which are auto-fed on some models. configuration for the phase of flight. below 160 or 170 knots, depending Fuel capacity began as 280 usable Flap extension lowers stall speed by on the model. With 20-degree flaps gallons, increasing to 366 gallons in as much as 25 knots; a 20-degree deployed, an ILS can be flown at later airplanes, and to 403 gallons in takeoff setting is normally used. The 120 knots. 40-degree flap setting is reserved for the last models, which had wet wing With the proper training, the MU- maximum-performance short-field tanks. The job of the MU-2 is to carry 2’s can safely deliver more bang for landings. The nosegear comes down 1,000 pounds of payload with full the buck than just about any other as soon as the maingear touches fuel at 300 to 350 mph; accordingly, aircraft between big piston twins at 85 knots or so; the MU-2 is its handling is transport-like, not and light jets. And with factory immediately done flying. aerobatic. Trimmed up, it stays where support from service centers it’s put and rides through bumps like Normal takeoff procedure is to like Intercontinental Jet Service a steamroller with its 65-lb/sq .ft wing rotate to about 7.5 degrees nose- Corporation, there are no surprises loading. With the spoiler system, up at 99-103 knots, looking for a in its well-known maintenance. The there is no adverse yaw. single-engine climb speed of 125 ICJS Limited Edition upgrade will As with all high-performance knots, with 20-degrees flaps. Gear- keep it competitive for many years airplanes, the MU-2 must be up requires about a 15-second cycle; to come. T&T • VAC-Veterans Airlift Command Full Page 4/C Ad

B/E Aerospace, Inc. Half Page 4/C Ad

12 • ­TWIN & TURBINE FEBRUARY 2015 FEBRUARY 2015 ­TWIN & TURBINE • ­13 of the product and mentioning the Given the opportunity, you can operation, you should help them ability of your company to “react mention that you have 6,000 airports understand. Tell them your firm is instantly” and “turn on a dime” since to choose from, versus the airlines’ not just another company trying to you can be onsite within hours at any total of slightly more than 600. You book an order. Yours is a company customer’s location, because you have can tell customers you know everyone that considers the customer to be NO PLANE NO GAIN a dedicated company aircraft. You on board your airplane and none of a partner. To support that concept, casually mention that no competitor them are terrorists – which always you have an airplane available to By John Loughmiller has made a similar commitment to brings a smile. And you can gleefully make sure they receive frequent customer support. point out that airport delays are not consultations and fast, reliable, something you’re familiar with. Turning The Slogan Into Reality Along these same lines, you write on-site expertise if there are an article for a trade publication All of this plays into your customer’s ever problems. Your company is What’s your strategy to land the order? or many years, the National same reason: a misread of the impact explaining what makes your company frame of reference: “Did you see the mission-oriented, which is why it Business Aviation Association How about you button-hole an on SG&A costs (Sales – General and exceptional. Once again, you can story about the passengers that were uses a private airplane to maximize F(NBAA) and General Aviation engineer with good people skills and Administrative). pitch how your customer support stuck for 4 hours on a fully-loaded the customer’s success and reduce Manufacturers Association (GAMA) the number and magnitude of encourage him to take an airplane Result? You get the order. cannot be equaled - both before and Regional Jet last week, due to airport trade groups have been telling the ride. You call up the client and ask after the sale - because your company delays?” They will ask a question problems. And isn’t that what business world that General Aviation if she can meet you at a restaurant Another example: is different; it has an airplane and like that as soon as the subject of everyone wants; someone to help is a viable business tool, using the which happens to be near a General Your company has introduced uses it to benefit the customer. air travel comes up. They will recall them succeed while making their slogan “No Plane, No Gain”. The Aviation airport and her company’s rude airline employees, uncouth problems go away? T&T a new widget to the marketplace. In “churn and burn” sales, you message is often considered to be office. Over lunch, you introduce the passengers, knees-tucked-under- • Unfortunately, you know from past can often make money by having aimed at larger companies, but engineer and casually remark that their-chin legroom and too-small experience that a press release the lowest price and selling without John Loughmiller is a freelance its logic applies to all companies, if she has any after-sales support seats. That’s the average person’s and a few phone calls aren’t going regard to after-market support. Many writer, commercial pilot and regardless of size. It’s a catchy slogan, issues that require onsite support, he frame of reference when you mention CFIIMEI-A. He retired from the to result in a quick sale because online web-based companies use but what are some real-world ways to can be at her location within a few the utility of air travel. business world a few years back customers want to see the product this very approach and when you’re turn your airplane into a cash flow- hours via your company airplane. and is now living the dream as actually work. You need to prove the dealing with commodity products a contract pilot flying various producing tool, instead of a deduction Later, during a quick look at the Since 90% of your customer base widget really is better than anything and serving the consumer directly, piston and turboprop twins. that makes your accountant cringe airplane, the engineer makes an off- doesn’t realize how much a vendor on the market, but your customer you’ll be hard pressed to overcome every tax filing? hand remark that he’s going to install with an airplane can improve their base is scattered out in cities large the reality of “Give me the lowest a firmware upgrade on another Consider this: You have a client and small, within a circle roughly client’s machine on the way home. price and I’ll give you the order.” that needs a product your company defined by a 500-mile radius from Without belaboring the point, you’ve When selling capital goods and sells and after-sales support is your office. You could drive to some just proven the superior after-sale targeted services, though, sales extremely important to her. Including and fly commercially to others, but support claim you made at lunch. are made based on friendship, fair your company, she has three firms doing so would mean three weeks on from which to choose. One is a multi- How does the competition match the road. You can’t use the airlines pricing and after-sale support. Use of million dollar conglomerate with a that level of support? First of all, exclusively because they only serve an airplane can put you in a position worldwide footprint. The second is a the large company won’t match it. 50% of your market. What to do? to develop friendships AND provide superior support after the sale. very small operation with a product Its legal staff has long since banned You start with a press release line that pretty much matches employee-flown airplanes due to heralding the imminent availability The Wow Factor yours, but it can sell at a lower price perceived liability issues. The low- of the new widget and within the press because it has less overhead than overhead company isn’t going to In spite of what the mass-market release you mention you’ll be utilizing print and broadcast media reporters your company. And then there’s ruin its meager profit margin by a company aircraft to demonstrate think, non-pilots are still fascinated Pilots N Paws your sole-proprietorship company: allowing anyone on the staff to the product to your customers. You with people that fly. When you make Half Page 25 employees, a brilliant but small submit an expense report with a send emails with the press release an appointment and then climb 4/C Ad engineering team, and two sales rental aircraft on the sheet, and the attached to all your current customers into a private airplane to appear at people including you. Oh, one more head honcho has zero interest in as well as some of those ‘tough to the customer’s location two hours thing; you own a cabin-class airplane. buying a company airplane for the crack’ potential customers that you’ve later, you’re viewed as different. And tried to reach in the past. because the general public believes You follow up the email with even an elderly Cessna 150 costs more personal-invitation phone calls than their house, you are also thought and set up your schedule. You have to be successful; how else could you pictures taken of you and some staff afford an airplane? People naturally members in front of your airplane gravitate to those they perceive as and, after the Dog and Pony show is successful; it’s a trait you can use over, you do a follow-up press release to separate yourself from the others praising the immediate acceptance trying to get the same order.

14 • ­TWIN & TURBINE FEBRUARY 2015 FEBRUARY 2015 ­TWIN & TURBINE • ­15 Raisbeck

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16 • ­TWIN & TURBINE FEBRUARY 2015 FEBRUARY 2015 ­TWIN & TURBINE • ­17 A NASCAR Legend Turbocharges His Panel By Kevin Knight

ASCAR champ and Conquest II pilot Bill the pattern once and thought, ‘Yep, I’d like to do this.’ I The ID540 is a plug-and-play replacement for Garmin’s Elliott seems like a character from The Andy didn’t realize you could fly in the pattern and have time GNS 530. (The IFD440 upgrade for Garmin’s GNS 430 NGriffith Show who would have been nicknamed to talk on the radio.” should have FAA clearance this spring.) Avidyne’s goal “Rocket.” He lives at the base of the Blue Ridge was to produce a modern GPS/NAV/COM that can be He laughed about his solo flight, since there’s little mountains in Dawsonville, Georgia, an hour north installed in a Garmin 530 or 430 tray in less than a he doesn’t know about engines. “We were doing touch- of Atlanta. He speaks with a pleasant drawl and has minute. It does everything the old Garmins do – and lots and-goes when my instructor got out and said, ‘It’s time countless stories, from working at his father’s building more – thanks to Avidyne’s powerful Flight Management for you to solo.’ I took off with the carb heat on and the supply store as a 10 year old, to building car motors System, built-in WAAS, terrain awareness, WiFi and engine sputtering. I was thinking, ‘Oh, Lord!’” in his back yard, to wondering if he’d survive an F-16 Bluetooth integration, and aural warnings. It has a full- crash. (More about that later.) Within 50 hours he had his license and joined a flying featured touch screen that can be zoomed in and out, club. He’d rent a 172 for $15 an hour to pick up parts plus a compliment of buttons for easy use in turbulence. Strip away the “aw, shucks” exterior, however, and in Charlotte or Asheville. “I’d go to 12,000 feet ‘cause I Elliot compared the IFD540 with Garmin’s GTN650 it’s clear that “Awesome Bill from Dawsonville” is detail thought that’s what it took with the mountains around and GTN750 units, which would have required costly oriented, focused on success, and embraces technology here. Looking back, you thought you knew everything new installations, assuming they could even fit in his that won’t let him down when push comes to shove. but you knew absolutely nothing. That’s what made it possible for this fit and funny 59-year center console. He also didn’t like that the interface on old to win the Daytona 500 twice, capture the 1988 “One time my brother and I went up on one of those those units is nearly 100-percent touch screen. That’s NASCAR Winston Cup Series championship, and set terrible, hazy summer days. I raced at Bristol Speedway a nightmare in turbulence, said Elliot. in Tennessee that weekend, then took off on Sunday speed records at Talladega and Daytona. Elliott recently “I wanted more than a Direct To button. Garmin and got into the clouds. I wasn’t IFR rated but had the entered NASCAR’s Hall of Fame, just as his 19-year old makes good boxes but they really don’t have flight good sense to turn around, land, rent a car and drive son Chase is now shifting the gears, becoming the first management systems, or Victor airways. Inputting home. I decided I’d better get my instrument rating.” rookie to win a NASCAR national series championship every intersection in a 530 or 430 takes lots of time when he took the 2014 NASCAR Nationwide Series. Fast forward ten years. After logging nearly 2,000 flight since you’re scrolling to each one. If the airway’s “I got started flying in ‘76 when I was 21, but before hours, owning several single engine planes, and earning straight, it’s easiest to string VORs together. But that I had never been in a small plane,” he said, speaking lots of victory laps, Elliott bought a Piper Cheyenne II in you’ve got to really pay attention and pray you from his building complex full of race cars and parts. “I 1986, then a Cessna Conquest II in 1992, since he was don’t have a dogleg with an intersection. flying 150 to 200 hours annually for his racing team. went to the local airport, met an instructor, flew around “I fly a lot up and down the East Coast, and “At FlightSafety you learn how much stuff can tear up it’s work putting in all your intersections. It on these planes. They fail this, they fail that in the sim. seems you get rerouted four or five times every At the end of that school I couldn’t remember my own flight. I’ve loaded many flight plans into my box, name. It was a lot of learning in a little time. “ blasted off and then gotten a new flight plan issued before my gear is barely up. You need In January 2008, he bought his current Conquest II in to make changes quickly easily and accurately, Ohio, after owning several Cessna jets. “I asked myself, especially single-pilot IFR. The 540 has made ‘Why did I ever leave this thing?’ I can’t recall many my flying a lot more relaxed and safer.” trips where I’ve had to stop for gas. And the Conquest can go into any short field. It’s a great plane with all the Although Elliott could have sold his Garmin benefits of my Cessna jets but none of the problems.“ 530 to offset a lot of the IFD540’s cost, he kept it for a homebuilt sitting in the corner of his In May 2008, West Star gutted the plane and put three large hanger. When the IFD440 is available this Avidyne Entegra screens in the panel. A Garmin 540 and spring, he’ll pop out the Conquest’s 430 and find 430 provided the GPS. However, Elliott is always looking another use for that older GPS. for better technology that’s easier to use. When Avidyne introduced a distinctive, yet familiar, new system last After 50 hours with the new system, he’s July, he made a move up. shared some feedback with Avidyne’s Steve

18 • ­TWIN & TURBINE FEBRUARY 2015 FEBRUARY 2015 ­TWIN & TURBINE • ­19 Jacobson, principal designer of the IFD540/440 systems An F-15 was crossing at 2 o’clock on the heads-up display. and a decorated A-10 “Warthog” fighter jock who flew It was so close I couldn’t focus on it. We turned left and sorties in Iraq and Bosnia. His team is continually he turned left when our right wing went through his upgrading the software at no extra cost to pilots. plane’s belly. He punched out while his plane went down. “It’s an easy box to learn, and the FMS system is “We immediately went wings level and I lost terrific. I’ve had experience with other FMS’s and it’s communication when our intercom went out. I thought very sophisticated. I go to a lot of different places and we were going to eject. This was right after the movie Top routes so it’s really opened up what I do trip to trip. You Gun and I figured I was Goose. You know, the guy who can even practice in your living room by downloading punches out, smacks his head on the canopy and dies. an app on your iPad or computer.” “The pilot had some control over the airplane and He then shifted the discussion to a memorable F-16 handed me a note. It said ‘I’m going to try and land but He told me our crash was the number-one film in the flight in autumn 1987. Elliott had been going toe to toe if we lose control we’ll have to eject.’ He had underlined training class!” Winner Aviation with racing legend Dale Earnhardt all season when the ‘eject’ about three times. folks at Dobbins Air Force base asked if he’d like to fly Elliott laughs at his good fortune before jumping into a Half Page in an F-16 after winning the Atlanta Journal 500 race “We got down low and that thing has two big fuel fire-engine-red Dodge Viper and driving a quick half-mile 4/C Ad on Sunday, November 22. tanks under the wings. The one on the left came off back to his office. An hour later, he’s programming the and the one on the right was so badly damaged it IFD540 and heading to North Carolina with his son, who “I thought, ‘Man, that would be great.’ I tire tested on came off. We slowed down, dropped the gear and I saw Monday, then went to Dobbins on Tuesday. recently soloed. The young racer, who’s already learned three green. He eased down to about 180 knots and from his Dad that great equipment and training are critical The base commander said it would be neat if they the plane started shuddering and breaking towards to success, could hardly have a better teacher. T&T could do some combat maneuvers. What did I know? the bad wing. The aileron was stuck straight up and • We took off and went afterburners straight to 10,000 fuel was pouring out of the wing. I thought, ‘We aren’t feet. It was unbelievable. I’d done some aerobatics but going to make it,’ but he put that thing on the runway Author Kevin Knight is a 1,000-hour instrument-rated never experienced g-loads like that. at 200 knots. pilot who owns a Mooney in Dallas, Texas. He regrets his father doesn’t own a Conquest II, or “We were at 2,500 feet and did a couple of engagements “The funny thing is, I was at Daytona in 2007 or several buildings filled with race cars. chasing each other around. Then we went to 14,000 feet. 2008 and met a guy who knew the F-16 pilot I flew with.

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20 • ­TWIN & TURBINE FEBRUARY 2015 FEBRUARY 2015 ­TWIN & TURBINE • ­21 From The Flight Deck from Lycoming and the Duke Flyers cold tasks. Use of pre-oilers, pre- several hours, followed by the Association regarding cold weather heating the engines, and warming application of an anti-ice fluid if by Kevin R. Dingman starting procedures. The Duke the cargo, cabin and avionics fall required. Polypropylene antifreeze had been parked outside at the into the at-the-hangar section. is pink in color and can be found at DEN Centennial airport overnight And, finally, monitoring CHT’s, oil RV or automotive stores. A two or where the OAT had been around 20 pressures, temperatures and delta-P three-gallon plastic garden sprayer degrees Fahrenheit; granted, this indications, and exercising hydraulic from the home improvement store Baby, It’s Cold Outside! prevent extreme oil pressures due is a smidgeon below 50. When the components and propellers, would works well as an applicator. About to congealed oil in the cooler. Oil left starter was engaged (the engine be in the starting and after-start four gallons covers the Duke. If away cooler baffles are typically metal closest to the battery), it responded procedures. from your home supply of deicer, plates installed to block a portion with an undeniable “I don’t think you may have to purchase aviation of the airflow through engine oil so”. While the Duke enjoyed two Your Jet Type I, II or IV. Once deiced and coolers. Some manufacturers and hours in a heated hanger, the PIC For the turbine folks that have anti-iced, if you decide to take off mechanics recommend them below enjoyed some light reading in the politely persevered to this point: during a snow shower, don’t forget a certain temperature in order to POH about GPU-assisted starting paraffin, Prist, anti-ice fluids to recalculate accelerate/stop increase oil temperatures. The procedures. The engines started and fuel heaters are cold weather distances using the contaminated baffles assist in achieving normal oil t’s winter in this hemisphere, we fly to MSP quite often. The hardy just fine after that, but this trip topics associated with your jet. runway numbers. temperatures, which are necessary which means it’s colder – colder souls in these two locales strip-down convinced me to pick a number Frozen water in jet fuel can and to both decrease oil viscosity Ithan when it’s not winter. And if the Hg climbs to 30, and are in well above freezing to begin preheat does clog fuel lines and filters (i.e. Frightful and to boil off water deposited in although winter is a fine time to add shorts by 40 degrees. Bless their procedures. This was also the trip British Air flight 38). Like adding There are challenges, tradeoffs the oil during combustion. After a nip of something to your cocoa and half-naked, thick-skinned hearts. in which I had a very memorable a nip of something to your cocoa, and costs associated with cold flying or an engine run, I remove wrap yourself in an afghan near a In some parts of the country, 50 GA experience. Prist, or any FSII (Fuel System Ice weather ground operations. Once the oil dipsticks to allow some of crackling fireplace, it’s not such a degrees Fahrenheit is cold. Inhibitor) is added to jet fuel in you’ve establish a routine to prepare We all know that “to con” or the remaining moisture to escape fine time for your airplane out on order to achieve an effect. In jet the airplane, then preheating, If it’s 50 in February where I “conning”, means to make contrails; as steam. the ramp. fuel, the desired effect is to prevent applying fluids and referencing an live, we don short sleeve shirts, non-pilots call them vapor trails. water in the fuel from freezing. extra performance chart or two This article is about the issues our cartwheel out to the deck and fire Contrails can be produced during Superior Piloting Abilities For convenience and safety, most simply adds a bit of time and effort flying machines face during winter up the Weber. The only way to high humidity if an airplane is in We might think that a heated jet fuel is pre-mixed with an FSII to the launch schedule – it is time ground operations. It’s about being know the temperatures at which a configuration/attitude of high hangar would solve cold weather before it’s pumped from the truck; well spent. Your alternative is to nice to your battery (ies), motor(s), our aerospace vehicles feel the AOA, such as during landing. More problems, and that’s mostly true – manually adding the proper ratio is stay home in front of that crackling furnishings and equipment when cold is to follow the manufacturer’s often, we associate contrails with but we’re back to the “perception not normally required. fireplace with your enhanced cocoa. it’s cold outside by using the proper recommendations, learn from our an aircraft at altitude. The white of cold” question. How warm do And when the weather outside is gasses, liquids, pre-heating, and experiences and listen to the tales trails are generated by the moisture/ Delta-P ( P ) is a term that you need to keep the hangar, Δ frightful, sometimes that option is warm-up techniques. In other words: of old-timers. Here, in the warm temperature reaction of engine means “different, or difference in and for how long before a flight? indeed delightful. T&T how to convince your airplane to go surrounds of your home, office, exhaust to the cold air. On the flight pressure” and is normally associated And a problem actually created • flying when it doesn’t want to go. FBO or cockpit, we will explore a home from DEN that chilly morning, with the pressure measured at the by a heated hangar is that snow splattering of each. the OAT at FL 220 was minus 60 will melt as it lands on the warm And before you turbine-powered input vs output side of a filter. This Centigrade. The Lycomings in aircraft skin during taxi, and then pilots peel off to peep at Dave’s In the Duke community, 50 can be an oil, air or fuel filter. A the Duke were making contrails – re-freeze before or during takeoff. article on the posterior page of degrees and lower is when we pre- caution or warning system alerts cons from piston engines! It was Light, dry snow that may have this publication, postulating that heat our 380-hp Lycomings. I’ve us if the delta-p reaches a preset reminiscent of WWII bombers and otherwise blown off will “adhere” the preponderance of pearls in this often received raised eyebrows or value indicative of a clogged, or was an inspiring sight; after the two to the surfaces, just as it does on pilot’s column are probably pointed a shaking head when another pilot clogging, filter. Alternate-air is used seconds it took to realize that they warm engine cowlings during a at piston-powerplant-powered- sees the torpedo heaters blowing to solve an induction-air delta-p, were not on fire, that is. quick turn. And that adhere word planes, pa-fa and au contraire, up through the cowl flaps into an oil filter bypass valve is for an oil filter P, and a fuel/air heat is one we are not allowed by the mon capitaine. There will be plenty the motors when the temperature In order to convince our airplanes Δ exchanger is used to manage fuel- FAA. According to the AOPA Air of potentially pertinent pearls drops below 50. A waste of time, to go flying when it’s cold on the filter restrictions associated with Safety Institute, during the last 10 presented to you as well, so please they say – it’s unnecessary. Those ground, there are things to do before ice in jet fuel. The heat exchanger years there have been at least 25 Kevin Dingman has been flying be polite and persevere. MSP folks would think it’s toasty the weather turns cold, and after uses warm air on a timer to heat accidents on takeoff as a result of for 40 years. He’s an ATP typed at 50 and pilots from TPA would we arrive at a cold hangar, and in the B737 and DC9 with 20,000 fuel before it passes through the wing contamination by snow. More Half-Naked say it’s chilly. We need to select a both during and after the starting hours. A retired Air Force Major, he filters. The relatively-warm fuel will importantly than the regs however, We all become acclimated to the temperature to pre-heat motors, sequence. Installing oil cooler flew the F-16 then performed as a then melt ice and any congealed is that a contaminated airframe USAF Civil Air Patrol Liaison Of- temperature of our environment, interiors and avionics. Fifty degrees baffles, filling tires and struts with paraffin in the filters (Kerosene is may cause us to need some of our ficer. He flies volunteer missions for and therefore have different seems reasonable. nitrogen, use of multi-grade or low- the Christian organization Wings derived from Greek: keros, meaning superior piloting abilities – maybe perceptions of what temperature viscosity lubricants, setting the of Mercy, is employed by a major I Don’t Think So wax – a component of jet fuel). all of them, and we don’t want that. airline, and owns and operates a feels cold. The Mayo Clinic in RST hangar temperature and removing Duke. Contact Kevin at is a common destination for Wings of A few years ago I tried to get away water from the airframe: all of It’s recommended that oil coolers Often, the best option is to heat [email protected]. Mercy trips, and at my Part-121 job with ignoring the recommendations these fall under the before-it-gets- be warmed before engine start to a hangar to about 50 degrees for

22 • ­TWIN & TURBINE FEBRUARY 2015 FEBRUARY 2015 ­TWIN & TURBINE • ­23 Twin Proficiency: by Thomas P. Turner Checkride Circus Tricks

King Air B200 impacted the Flight Safety detailed for a “prelim,” describes a 90º or greater heading don’t have as obvious an application as crosswind trim) with the critical engine (if one engine is identified International building after departure from change immediately after the engine failure, followed by takeoffs and landings, stall recognition and recovery, as critical by the manufacturer) at idle power and the A Wichita, Kansas. The pilot, the sole aircraft a gradual turn in a shallow descent until impacting the and engine failure procedures. other engine at takeoff power, with both propellers at occupant, was fatally injured and the airplane was building…not the classic loss of control scenario, but takeoff RPM. While maintaining heading in a climb One such checkride “circus trick” applicable to destroyed. Three building occupants were fatally more as if the pilot experienced an initial loss of control at approximately 10 knots above V (minimum safe multiengine aircraft is the V Demonstration. V SSE injured, two occupants sustained serious injuries, but then regained at least some control over heading and MC MC single engine speed as defined in the Pilot’s Operating is the airspeed, determined during certification of a and four occupants sustained minor injuries. Visual bank before riding the airplane into the building. The Handbook), slow the airplane approximately one knot multiengine aircraft, below which directional control conditions prevailed. landing gear remained down, flaps were extended and the per second (a very gradual deceleration). Add rudder is not possible with one engine inoperative and the propeller was apparently not feathered. Read the NTSB’s and aileron input as needed. Recover at the first sign other engine operating at full power. Flight controls The airplane departed Runway 1R and was instructed preliminary report and make your own (preliminary) of inability to maintain heading or the first indication become less effective as airflow decreases. Consequently, to fly runway heading. One minute later the pilot judgment about this departure from the standard Engine of a wing stall, whichever occurs first. (see “V vs. V ” as speed decreases the pilot must deflect the controls MC S declared an emergency and stated that he “lost the Failure During Takeoff procedure. in the July 2014 Twin and Turbine). left engine.” According to witnesses, after the airplane progressively further to compensate for asymmetric Not only did the pilot perish, but persons on the ground thrust. Loss of directional control occurs at the point departed runway 1R, a left turn was initiated and the Recover by reducing power on the “operating” engine doing the right thing – training, and providing quality when the pilot reaches full control deflection and the airplane’s altitude was estimated less than 150 feet above sufficiently to stop the heading change (generally to flight training, including Russian language translation airplane decelerates further. the ground. One witness observed the airplane shortly idle power, to quickly eliminate the asymmetry that duties, – died or were hurt in the crash as well. The after it became airborne and heard a reduction in power The “V Demo” consists of climbing to a safe causes the V effect), while simultaneously lowering student in the simulator had traveled halfway around MC MC on one engine before it entered the left turn. Another altitude and clearing the area, then establishing the the nose to increase airspeed and therefore airflow, the world, in part (no doubt) because simulator training witness saw the airplane from about 20 yards away. demonstration configuration (flaps, power, gear and making the controls more effective. Do so properly and He said the airplane was in a left turn and approached is so much safer than instruction in an actual aircraft. the hangars east of FSI, then the wings were level as it Given what we know, and the apparent deviation from flew west toward FSI. The airplane’s landing gear [was] the engine failure procedures we all practice, I struggled down, the flaps were extended, the rudder was neutral, to find a good lesson as a result. Only after much time and the right engine was at full power. thinking about this crash, an answer came. In the final seconds before impacting the building the airplane was on a heading of 240º in a gradual, descending left turn. Both propellers were rotating. The nose of the airplane struck the roof of the building before a large explosion and post-impact fire. Common comments I’ve heard include “this isn’t supposed to happen in a turboprop,” and “a King Air should have no trouble climbing out on one SmarTug engine, especially with only There are a Half Page number of skills one person on 4/C Ad board.” The NTSB and maneuvers preliminary evaluated on report, unusually Practical Tests (“checkrides”) that, for many pilots, seem to have no direct application to flying after the pilot certificate or rating is earned. Some of the evaluated Tasks we might call “circus tricks,” skills seemingly learned for the sole purpose of successfully passing the checkride. Flight at Minimum Controllable Airspeed (“Slow Flight”), S-Turns Across a Road, Lazy 8s, and Turns on Pylons are among those evaluated Tasks that might appear to be checkride circus tricks. Certainly they

24 • ­TWIN & TURBINE FEBRUARY 2015 FEBRUARY 2015 ­TWIN & TURBINE • ­25 multiengine airplanes is recommended at VMC + 5 knots, Inoperative engine and final approach speed is usually 15-20% above VMC. Pitch held excessively high You’ll never be near “red radial” speed in flight, right? Airspeed decreases: Controls become less effective The King Air crash is a perfect illustration of the

Increasingly greater control deflection reason pilots learn to perform the VMC Demonstration. required to maintain directional control What’s missing in the way most of us were taught

(and teach) the VMC Demo is to put the maneuver into Speed approaches VMCA context. The purpose of the VMC Demonstration is Controls reach maximum deflection to give the pilot an engine failure survival tool if Airspeed continues to decrease: Full control he/she thinks he/she has done everything right and deflection inadequate to maintain control the airplane still begins to depart from controlled flight. The V Demonstration is a checkride circus Recovery: MC Reduce both throttles to idle: removes trick no more! Preferred Airparts LLC. asymmetric thrust Consider other checkride maneuvers that are often Half Page Lower angle of attack: airspeed increases; presented as if they are solely for the purpose of passing 4/C Ad controls become more effective a checkride. Really think, and you’ll find a potential life-saving (or at least damage-preventing) reason for every one. within 20° of the entry heading, accelerating to VXSE or A thorough knowledge of the factors that affect VMC, VYSE (as designated by the pilot examiner) +10/-5 knots, as well as its definition, is essential for multiengine pilots, The highest level of learning is called correlation: and you’ve passed this task on the Multiengine Rating and as such an essential part of that required task…. the ability to relate what you have learned under Practical Test at the Private Pilot level. one set of circumstances with the need for action Seemingly, the VMC Demonstration is the ultimate under a different set of circumstances. The FAA’s Why do twin-engine pilots learn to fly the VMC “circus trick” maneuver, one taught for the sole purpose Demonstration? Most say: “In order to pass the checkride.” of giving pilots something on which to be evaluated. Aviation Instructor’s Handbook defines correlation as “associating what has been learned, understood and The FAA’s Airplane Flying Handbook doesn’t emphatically After all, you have to be at or below VMC (red radial) state the purpose of this demonstration, but does say that: speed in order to perform this maneuver. Takeoff in most applied with previous or subsequent learning.” Most flight instruction, however, is oriented toward teaching and demonstrating application. The “license to learn” we receive with a new, temporary pilot certificate or rating is the challenge to develop the experience, and learn from the experiences of others, to rise to the level of correlation. The positive lesson from the King Air crash at Wichita is a reminder that all checkride maneuvers can be correlated to real, life-saving situations. We learn what we are required to learn for a reason. No matter what else he had done, if the pilot of the King Air had noted an inability to hold heading, he probably could have chopped both power levers, lowered the nose and landed more or less straight ahead – correlating the V Demonstration to an actual Engine Failure Covington Aircraft Engines MC Aircraft Performance Modifications Half Page During Takeoff. Half Page 4/C Ad Your challenge is to retain at least the level of proficiency 4/C Ad you once demonstrated to earn your pilot certificates and ratings, and to correlate those skills with others. Tempered with judgment, this gives you a much better chance of being ready if you think you’ve done everything right, but things are still going seriously wrong.•T&T

26 • ­TWIN & TURBINE FEBRUARY 2015 FEBRUARY 2015 ­TWIN & TURBINE • ­27 EN ROUTE EN ROUTE

NetJets Adds 10 Signature Series Phenom 300s to Embraer Order January Error Correction: Missing Text For “From The Flight Deck” column omehow, someway, editorial settlers, so too do our challenges political paradigm of NextGen. These and 75 options. The total value of “The Signature Series Phenom gremlins got into Captain often rival the number of stars in challenges coexist with a robust the deal may exceed US$ 1 billion, 300 is an outstanding light jet and SKevin Dingman’s January the sky. As entrepreneurs and pilots, passion for the joy of flight and an if all options are exercised. the fastest selling aircraft ever in Twin & Turbine column, originally we aggressively confront a challenge enduring hope for the future of GA. NetJets fleet,” said NetJets Senior titled “The Window.” The first three and don’t disparage or ignore the So, we need to decide – or do we “NetJets’ addition of 10 aircraft to Vice President of Global Asset paragraphs of the story disappeared events in our GA village: instrument really need to decide at all – if should their order reaffirms the success of Management Chuck Suma. “The somewhere between his computer approaches, systems failures, check we continue to fly airplanes. the Signature Series Phenom 300 and Signature Series Phenom 300s and our printing press, to our great rides, flight physicals and the of our relationship,” said Marco Túlio Clouds in My Coffee… T&T are customized by adding special chagrin because the final portion Pellegrini, President & CEO, Embraer • features, including advanced in-flight of the January column didn’t make Executive Jets. “The Phenom 300’s entertainment, a custom cabin sense. We can only offer our abject market acceptance continues to design including specially selected mbraer Executive Jets and apologies to author and readership ® grow in the fractional and corporate fabrics and materials, enhanced NetJets Inc., a Berkshire alike, and we are printing the markets, having recently become the seating, broad spectrum lighting Hathaway company and the missing text below, so you can E most delivered business aircraft.” and spacious storage features, as worldwide leader in private aviation, finally get the full message Kevin well as the most advanced avionics Aviation Technology Inc. have signed an agreement to convert Embraer has now delivered 36 and technological features to ensure was trying to convey. Sixth Page 10 Signature Series Phenom 300 Signature Series Phenom 300s to maximum safety, reliability and purchase options into firm orders. NetJets. These aircraft operate in the The Editor 4/C Ad operating efficiency.” At current list prices, this addition NetJets fleet, with fractional owners to the contract is worth US$ 89.55 in the U.S. and Europe. Deliveries of For further information, visit The Window million. In October 2010, a purchase the 10 additional aircraft will begin www.embraerexecutivejets.com by Kevin R. Dingman agreement was signed for 50 firm or www.netjets.com T T as of January 2016. & Traditionally, the first of a new • year is when we take a deep breath, make a resolution to finally do something about something and lean into the headwind of life. Our aviator- way is to analyze the situation, evaluate options and take the appropriate action with confidence and conviction. In the process of analyzing New Year’s resolutions, however, we may find ourselves day-dreaming about the reason we need to make a resolution in the first place. After Microaerodynamics Inc. RC Avionics all, just because we think we heard Yingling Aviation Half Page Half Page a bump in the night doesn’t mean Half Page that there really was a bump in the 4/C Ad 4/C Ad 4/C Ad night. The proper first step is to see if there is something that needs to be fixed at all. Is there really a problem? We need an instrument cross check. Chief Ten Bears had it right (Dances With Wolves): in the grand scheme of things, pondering over a good fire may be the best thing in life. It was his way of enjoying the day and thinking before acting. Just as the Sioux learned of the looming approach of countless western

28 • ­TWIN & TURBINE FEBRUARY 2015 FEBRUARY 2015 ­TWIN & TURBINE • ­29 EN ROUTE EN ROUTE BPPP Initial and Recurrent online classes now FREE to American Bonanza Society members. The Beechcraft Pilot Skills Enhance- qualify, you’ll earn a Flight Review ment Course (“BPPP Recurrent”) and/or an Instrument Proficiency he American Bonanza Society (www.bonanza.org) lives and preserve the Beechcraft fleet. The best way to Check (IPC) endorsement. and its ABS Air Safety Foundation announce that achieve these goals is to ensure that all ABS members Expand on what you’ve learned Tthe industry-leading Beechcraft Pilot Proficiency receive regular, expert flight instruction. The best way to in BPPP with the Beechcraft Skills ABS Flight Instructor Academy: Program (BPPP) online pilot training programs are now do that is to make BPPP training as convenient as possible Enhancement Course. In five online “How to Teach Beech” courses you’ll learn advanced available FREE to ABS members. The innovative “How to members, at the lowest possible cost. As a not-for-profit The ABS Flight Instructor techniques for Beechcraft emergency to Teach Beech” ABS Flight Instructor Academy is also aviation safety charitable organization, it’s ABS Air Safety Academy teaches certificated procedures, take a completely fresh free to all members of ABS. Foundation’s responsibility to do this.” flight instructors the techniques look at stalls and angle of attack, and procedures developed by ABS’ ABS members can add on approximately four hours of ABS Air Safety Foundation Executive Director review Special Use Airspace, learn Nashua Flight Simulator contracted instructors in over three flight training with a Beech-expert BPPP instructor near Thomas P. Turner adds: “Until about three years ago, tips for using Electronic Flight Bags, Half Page decades of teaching in Beech aircraft. their home for only $395. Of this, $375 goes directly to our BPPP training program cost about $1,500 for a and (optional but recommended for ABS’ goal with the ABS Flight 4/C Ad pay the highly qualified instructor. Pilots of Beechcraft two-day weekend, plus travel and hotel/meal expenses Baron and Travel Air pilots) cover Instructor Academy is to ensure Bonanza, Baron, Debonair and Travel Air aircraft who for three to four days. Many of our members said that critical decision-making for engine that Beech pilots everywhere have complete BPPP online and flight training may receive up this was just too expensive and the time commitment failures after you’ve feathered the convenient access to safe, informed to10% off the cost of their aircraft insurance policy – ask was just too much, and enrollments in our weekend propeller. Again, a short quiz at and effective type-specific training, your agent or broker. BPPP may now be the first major type- programs were falling. We weren’t achieving our mission, the end of each module highlights in or out of the BPPP system. This specific initial and recurrent flight training with a discount and something needed to be done. This led to online the most important points of the is a major effort in support of the that actually covers the entire cost of training – making delivery of the course material and the option of expert, program, and is correctable to 100%. mission of the ABS Air Safety pilots safer and more capable at little to no cost at all. type-specific flight instruction with a BPPP-accredited flight instructor near the pilot’s home. This move away Add Flight Instruction Foundation, “to protect lives and ABS Board President Bob Goff says: “Why did ABS’ preserve the Beechcraft fleet.” from pilot and instructor training as a profit center, and Add approximately four hours of Board make this decision? Because we’re serious about focusing on vital safety instruction as a value-added Beech-expert flight instruction near Pilots and flight instructors the ABS Air Safety Foundation’s mission: To protect member service, means far more pilots and instructors your home, on your schedule. You’ll wishing to learn more about flying will learn the ABS safety message. By now offering be a safer and more accomplished and teaching in Beechcraft Bonanzas, online pilot and flight instructor training free to our Beechcraft pilot, and may earn a Debonairs, Barons and Travel Airs members, and flight instruction near the pilot’s home substantial discount on your aircraft may join the 9,000 members of ABS at the lowest possible cost, we’ve removed the obstacles insurance premium (ask your at www.bonanza.org or by calling of price and scheduling that may have prevented many insurance agent or broker). If you 316-945-1700. 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30 • ­TWIN & TURBINE FEBRUARY 2015 FEBRUARY 2015 ­TWIN & TURBINE • ­31 ON FINAL by David Miller Better Weather

ow do you handle unforecast adverse departure weather? Do you fret? Cuss? Kick the dog?

H I pace.

Two recent trips tell the story. A November-morning departure from KGUC (Gunnison, CO) to KADS (Addison, TX) found weather With 5,000-plus hours in his logbook, David below Gunnison’s landing minimums as we arrived at the FBO. Miller has been flying for business and Light snow to boot. Although Gunnison does not have a terminal pleasure for more than 40 years. Having owned and flown a variety of aircraft types, forecast, the nearest larger airport, KMTJ (Montrose), had better from turboprops to midsize jets, Miller, than 5,000 and 5 with a good outlook. KTEX (Telluride) featured along with his wife Patty, now own and fly a Citation CJ1+. You can contact David at visibilities less than a mile, 300 overcast in snow. Some nice folks [email protected]. in the waiting area were trying to get there in a Cessna 340.

Although we Part 91 folks can legally depart in just about any Arriving at the airport, we found visibilities of 1 1/4 with light rain weather, I have always found that rule suspect. And, whereas a large and snow mix, temps of +1 C and 800 feet broken, 2,000 overcast. Falcon Insurance Agency Inc. Full Page metropolitan area will have lots of departure alternates, mountainous At least I had the forethought to put the CJ1+ in the hanger. I paced 4/C Ad airports like KGUC don’t offer that option. As I paced, I envisioned the ramp and found nothing frozen. Light to moderate icing was an engine failure right after V1 and a single-engine climb in icing reported by several aircraft on the climb out of Salt Lake City. I conditions for an ILS to runway 6. Or a sixty-mile trip to Montrose preflighted, picked up my clearance via a handheld, and boarded with smoke in the cockpit. the passengers, all in the dry hanger. I coordinated with the tug driver so as to have minimal ramp time in the adverse weather, all Then, Telluride issued a NOTAM advising that their only runway of which was liquid. was closed due to snow. The nice folks in the 340 called off their trip. I paced a little more. Patty and I boarded the 4X4 and headed “November 1865 Charlie, will you be ready at the end of 03?” back up the mountain for lunch. I asked the guys in the FBO to call queried the tower. “I will need a few moments to heat up the wings,” me if the weather came up to 5,000 and 5. A nice comfortable came my reply. No more time for pacing or squirming. “Six-Five number for me in the mountains. Charlie, after departure, turn left to a heading of 240 and do not exceed 180 knots until the turn. We would appreciate a base report.” Three hours later, in sunshine, we were off to Dallas. Power up. Pitot, wing, windshield, engine, and tail deice on. Off Two weeks later, a greater challenge. The departure weather we go. Solid IMC all the way to the tops at FL310. from KOGD (Ogden, UT) called for ceilings of 3,000 feet, visibilities of greater than 6 miles in light rain with a temperature of 5 degrees I never did have time to call back with the base report. I was C. As we drove from Park City to the airport in heavy snow, I wanted pacing too much. to pace. Instead, I squirmed in my seat. Fly safe. The ATIS said, “Due to rapidly changing conditions, contact ground control for the latest weather.”

32 • ­TWIN & TURBINE FEBRUARY 2015 FEBRUARY 2015 ­TWIN & TURBINE • ­1 Avidyne Corporation Full Page 4/C Ad