OWNERS AND PILOTS MAGAZINE SUMMER 2016

TBM SPECIAL EDITION

FLYING THE LAST FOUR MINUTES

IN CASE YOU HAVE TO DITCH Ditching automatically means you lose the airplane. Just try not to lose anything else Come visit us at Oshkosh! Booth # 2083•Hangar B•Isle D See you there!

SimCom is proud to have been the Exclusive Factory Authorized simulator training provider fRUWKH7%0µHHWVLQce 1999. Nothing sharpens yRXUµ\LQJVNLOOV and prepares you for the unexpected like simulator training.

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www.STARTPAC.com OR TOLL FREE 844.901.9987 TBM MAGAZINE 4 SUMMER 2016 TBMBM OwO nerrss& & PiP lotlo s Magaazine • Summer 2016 • Volume 6, Issueu 2

8 12 18 30

D E PA R T M E N T S

6 Hellloo, Oshhkok shs ByB Fraank J. McKee,e TBMOPO A chairmann

8 NNew & NNotaablb e

100 SkSky Gaalss FlF yingg intnto histtory ByB P.J. Goldd

400 From the Facctory A busys andn exciting sprir ngtime foor the TBM By Nicollasa Chaabbert

42 Taax TaTalkl ThThe TTa xppayyer’ss Holy Graaiil Byy Haarryy Dannieels

46 MiPPaad TThe lalateest vere sioon of thhe iPPada features a better screen, faf sttere proceesss oor, new acccessoriei s and greateer fufunnctit onala ity Byy Wayyne Rash JrJ .

5050 WWeekene dederss Byy Micchelllle CaC rtter

F E AT U R E S

12 A sas fef tyy steep-p up for the ulttimimaatte personnal turu boprp op ByBy Thhomaas A.A Hornee Phottographhy by Mike Fizeer

1818 PPreppara e to Ditch Ditchih ng autoomaticaally meae ns youou lose the aia rprplanee. Try not to losse ana ythingg elsse By Bill Cox

24 ThT e Final FoFour Minutees DoDon’t worrr y if thhe captaain annn ounces you’re on “fifinal approaoach.” You’ll pproobabblyl livve to maka e ana otheer onnee. ByB Bill Cox

300 FAA issuuess newe aircraafft leasa ing gug idance Byy Jono athah n Levy

344 5 thhingsg yoouu neeed to knon w aba out descene t plp ana niingg ByBy Keve inn Gaarrison News From the Top

Hello, Oshkosh Greetings all and welcome to one of my favorite editions of the TBMOPA magazine — Oshkosh! What could be better than this annual event that brings together the largest gathering of airplane nuts in the world? I love walking the grounds and seeing so many different types of airplanes and new gadgets for our existing ones. Speaking with vendors and catching up with old acquaintances is just great fun and how can you not love the airshows that we get to see? This year, Karen and I will have the advantage of a golf one in our community to do the same. After all, the flights cart, courtesy of an auction item at our convention in you will make safer and more enjoyable are those of your Charleston. We will be able to cover even more ground fellow TBM drivers as well as the flying community at large. than in the past, and it is a built in seat for the airshows. I have now had the opportunity to fly the new TBM 930 Thank you to the TBMOPA Foundation and all that Tom and I must say that I was very impressed. It is so great to Evernham has done with the TIPS program at SimCom. I see the safety features that your board has been working am scheduled to fly one of the scenarios next week and will on incorporated into this fabulous new machine. Thank report on my experience in a future edition. you, Daher, for listening. May sales continue to exceed The other day I was flying home from a weeklong family your expectations. business retreat in Wyoming and had some weather to deal On a sad note, some of you might remember my writ- with en route. Thunderstorms and icing covered the land- ing about a good friend whose grandsons we took on a scape from Oklahoma to Chicago (near and dear to your breakfast flight last December. My friend was Ken Nelson heart, right Capt. Panarello?). Firing up the Nexrad page and he flew a Piper Cub, Archer and Arrow at our local brought me to some Pireps right where I wanted to fly, and airport. He and his brother came along with me on many there at flight level 270 was one from a TBM just south of great adventures in the TBM, including our campground at Chicago. Thank you to that fellow pilot for your report of Oshkosh. Ken unfortunately lost his battle with cancer this light rime icing and light-to-moderate turbulence. His or past week after a very tough fight. He was a Navy veteran her report helped me along with numerous others to figure and his love of flying was unsurpassed. Tailwinds and blue out how to deal with what was ahead. skies to you my brother and best wishes and gratitude to I must confess that I do not give Pireps as often as I all of our many friends in the TBM community. should, and this experience should change my attitude. It Hope to see you all in Oshkosh. It is an event not to be is nice to see what heavy iron drivers are experiencing out missed as will be our upcoming convention in Phoenix. there but there’s nothing like a report from someone in the Until then, fly safely! same aircraft along the same route to give me a clear picture of what I could expect in my airplane. I am now committed Frank J. McKee to giving Pireps as often as I possibly can, and I ask every- Chairman TBMOPA

TBM MAGAZINE 6 SUMMER 2016 TBMOWNERS AND PILOTS MAGAZINE SUMMER 2016 VOLUME 6/NUMBER 2

TBM BOARDOA D Frank McKee Office Telephone: 484-908-6264 Cell Number: 610-389-3292 Email: [email protected]

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Art Maurice Office Telephone: 860-449-1400 Cell Number: 860-460-3633 Email: [email protected]

Steve Silverman Office Telephone: 202-236-8690 Cell Number: 202-236-8690 Email: [email protected]

Brian Dunsirn Office Telephone: 920-277-3808 Cell Number: 920-277-3808 Email: [email protected]

Dave Kaplan Office Telephone: 712-279-8083 Email: [email protected]

AJ PUBLICATIONS STAFF EDITOR-IN-CHIEF Lyn Freeman

MANAGING EDITOR Michelle Carter

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CONTRIBUTING EDITORS Nina Harris, Paul Simington, Katrina Bradelaw, Paul Sanchez, Dick Rochfort

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PHOTOGRAPHY Paul Bowen, Mary Schwinn, James Lawrence, Lyn Freeman, Jodi Butler, Gregory L. Harris

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©2015 TBM Owners and Pilots Magazine is published quarterly. All rights reserved. Reproduction in any form without written permission from the publisher is prohibited. Please send comments to the attention of the publisher. Printed in the USA.

TBM MAGAZINE 7 S UMMER 2016 New & Notable

It’s an ATV! It’s a plane! It’s a SkyRunner! Imagine ripping over the ground at 70 mph and then shooting through the air up to 10,000 feet at 52 mph in one vehicle! Pretty exciting stuff, huh? Now meet the SkyRunner — the ultimate all-terrain recreational vehicle that transforms itself into a two-seat light-sports aircraft by using a dual- engine setup with one ground engine and one air engine, both fed by the same 93 octane fuel. Visit the website FlySkyRunner.com and check out the videos to see just what this vehicle can do. If you are ready for some real adventure, schedule a test flight while you’re there or order your own SkyRunner for $119,000.

D2Bravo Titanium Aviator Watch Designed by pilots for pilots, the Garmin D2 Bravo Titanium watch is an aviator’s dream. More than just wearable GPS technology in a stylish case, the watch features a worldwide database, oxygen and al- titude reminder and a baro-adjust- able altimeter and built-in compass. When paired with a compatible smartphone, the D2 allows a pilot to view weather reports (METARs) and (TAFs) in plain language. Automat- ed flight-logging initiates when the plane takes off, and all information such as date, total flight time and route are automatically recorded Capture your adventures in full and logged within the watch and synced across FlyGarmin.com 360-degree visual surround and the Garmin Pilot app with an Nikon enters the 360° camera market and rolls out a new line of action internet connection. Outside the cameras with the introduction of its Nikon KeyMisson 360°—a rugged cockpit, the D2 Bravo also functions camera that records true 360° — a video in 4K UHD. as a fitness watch and contains a The camera features an image sensor and lens on each list of all the golf courses in the side of the device. These images combine to create a world! Available at www.sportys. single ultra-high-definition 360-degree video and still im- com $899. age. Perfect for capturing a wide range of travel, sports or an adventure that takes a turn off the beaten path. Easy to use and designed to withstand the elements, the camera is waterproof to 100 feet and ready to stand up to dust, shock and low temperatures. Major electronic re- tailers expect the KeyMission to ship soon. The initial price of $550 makes this a camera worth waiting for.

TBM MAGAZINE 8 SUMMER 2016 Neww & Notable

Continue the adventure You’ll be ready to travel any terrain as soon as your plane touches down with a Paratrooper Highline, foldable, full-sized 20-speed mountain bike by Montague Bikes. Built to handle rugged back roads and still fold for transport, the lightweight bike conveniently folds in seconds for the plane’s storage hold or back seat. Featuring a RockShox suspension fork for smooth riding on rough terrain, and 27.5-inch wheels, the Threat of laser flash bike is especially suited for pilots who find themselves at small airports in rural or suburban areas with rough or non- thwarted by laser existent roads. Perfect for pilots looking to take quick and reliable land transportation with them on their next adven- defense eyewear ture. $1,249. MontagueBikes.com

The visual dazzle caused by laser strikes renders pilots unable to see clearly for many minutes and can be harm- ful to their eyes. These strikes are a growing problem evidenced by more than 7,700 laser strikes reported by commercial pilots in 2015. Enter PerriQuest Laser Defense Eyewear™. Designed to neutralize the threat of laser flash, the eyewear offers protection from red, green and blue lasers while maintaining color discrimination and allowing pilots to see everything in their working environment. The innovative glasses, priced around $400, are sold online at PerriQuest.com. Interested parties may order on the web- site or contact [email protected].

New touch CDU iPad app for FMS trainer Universal Avionics presented the company’s new Flight Management System control display unit (CDU) emulator iPad application for its FMS Trainer software at this year’s NBAA convention. The new app supports “life-sized, touch-sensitive” emulation of the company’s four-inch CDU, five-inch CDU and multifunctional CDU, providing operators with realistic training in FMS operations. It sends Universal’s FMS Trainer CDU display screen to the iPad, and key pushes from the simulated CDU are sent back to the FMS Trainer via a wireless network. Previously, Universal’s customers would have to had use a computer mouse to operate the FMS Trainer software. “Customers desiring a true hands-on training experience had to use expensive aircraft hardware,” said Robert LaBerge, Universal Avionics customer training manager. “The iPad app solves this issue beautifully, allowing customers to achieve a low-cost, realistic solution for hands-on FMS training.” The Touch CDU app provides a virtual CDU experience for students, with all the functionality the physical FPCDU pro- vides including data entry, Line Select Key selection and Function Key selection. With wireless connection via Wi-Fi to the computer terminal, cabling between the FPCDU and computer is no longer needed, creating a clutter-free desktop for students. Current subscrib- ers require an update to their license key in order to enable the Wi-Fi connection between the Touch CDU app and the computer. The Touch CDU app is available for free at iTunes.apple.com/us/app/touch-cdu/id1046121517?mt=8&ign-mpt=uo%3D4.

EFI-89OR Primary Flight Display EFI-89OR Navigation Display MFD-640 Navigation Display

TBM MAGAZINE 9 S UMMER 2016 Sky Gals

facilities were much improved. Theb ase came to be known as Cochran’s Convent because she banned all military and civilian male person- nel from the base to avoid any scandal. But the male pilots found ways to “drop” in by claiming engine problems, and some of the women were just as bad. When flying, they would remove their blouse in order to get a better tan. It wasn’t long before male pilots found out and would pull alongside the sunbathers for a better view. Flight training was progressive. The women performed their first flight assignments in light planes and flew bigger, faster aircraft as their skills and stamina increased. By the end of the program in 1944, the women pilots came to fly every aircraft operated by the Army Air Forces, proving that a woman’s hand could guide a fighter plane to a perfect landing as well as any man’s. Upon graduating, a WASP was assigned to a military base and given a specific duty. Duties included almost all noncombat missions: ferry- ing, towing targets for antiaircraft and air-to-air gunnery practice, test flights (including test Flying into history of the first American jet pursuit plane, the YP- 59A) engineering test flying, flying anti-aircraft Women pilots … are a weapon waiting to be used.— Eleanor Roosevelt, 1942 drones by remote radio control, flight instruc- By P. J. Gold tion, smoke laying, administrative flight and cargo and personnel transport. es, mothers, models and debutantes. They The WASPS often did the impossible. So al farms and big cities. They came because they diligent and eager to master every aspect of their jobs, they accomplished things unheard They came because they loved their country, of. Take the B-29, the newest, biggest because they loved to fly. “They” were the bomber yet, which Lt. Paul Tibbets couldn’t ous women who, from 1942-1944, took part get his men to take up. (It was known for its engines catching on fire.) In an effort ntal Civilian Army Corps program designed to to show his men that women could fly the ilitary pilots for combat. They were the Wom- dreaded plane, Tibbets pulled in WASP’s Dora Doughterty and Dorthea Moorman vice Pilots. They were the WASP. to demo the plane for them. It was a four- a result of two ideas women took it in stride and forged lifelong engine plane, and Doughtery had never Tt well-respected female friendships from the hardships they faced. flown one before, but that didn’t matter. aviators, Jacqueline Cochran and Nancy Love. And despite miserable conditions at the first The women also were not warned about the Cochran planned to train women pilots the training camp in Houston, Texas (bunking engine fire problem and were trained to take military way — to fly and to meet military avia- in cheap hotels scattered around the city, off without the standard power checks. They tion challenges as well as any male pilot. Love no transportation to and from the field, had three days to prepare and took off in the was interested in training women pilots to ferry sometimes no meals for the entire day, 23 B-29 without a hitch. They flew that plane planes from the factories where they were made women pilots graduated in the first class at for several days, ferrying pilots, crew chiefs to bases all over the country. With the help of ceremonies at Ellington Army Air Base on and navigators from the heavy-bomber base Gen. “Hap” Arnold, the two programs merged April 24, 1943. in Alamogordo, N.M. Shamed by how easily into WASP. Cochran became director of the A young recruit wrote home about how she the women conquered that big bomber, the combined program; Love continued to head the made it through the long days, saying, “To clear men quit complaining. ferrying operations. our minds and refresh our souls, some of us By the time the WASPs were disbanded in Training women to fly the military way congregate for 40 minutes plus or minus every December 1944, they had flown a total of 60 meant having the same military training as evening in the canteen to hold a good gripe million miles in 77 different types of aircraft. men: 16-hour days, marching to and from session. That lp us sunsets plus letters from In the course of this service, 38 women gave every location, calisthenics, inspections, home plus the airplanes compensate for army their lives. and military-issued men’s flight suits (so discipline, which I do not like.” It would be more than 30 years before the big on them they called them Zoot suits Cochran relocated the flight-training base to U.S. Air Force would again train female recruits after current fashion in Harlem). But the Avenger Field in Sweetwater, Texas, where the to fly. TBM

T BM MAG A Z INE 10 SUMMER 2016 Why isn’t there a single ADS-B solution that fits my needs - and fits my panel?

We hear you. Introducing the Garmin GTX 345 series of transponders. ADS-B Out and optional WAAS position source and ADS-B In for weather and traffic. Displays on select Garmin avionics, portables and tablets using Garmin Pilot and ForeFlight Mobile. And the same footprint as most existing transponders. Learn more at Garmin.com/ADS-B.

©2016 Garmin Ltd. or its subsidiaries A SAFETY STEP-UP FOR THE ULTIMATE PERSONAL TURBOPROP BY THOMAS A. HORNE PHOTOGRAPHY BY MIKE FIZER

hen the first of the TBM series were delivered in 1991, their panels featured what then was high-class gear. Bendix/King was in its heyday, so the early TBM W 700s featured a rack of the company’s top-of-the-line General Aviation offerings. Electromechanical, EFS 40/50 attitude indicators and horizontal-situation indicators took center stage, with the center stack featuring Silver Crown nav/coms and Bendix/King’s KFC 275 autopilot and flight-control system. A LORAN receiver (remember them?), 3M Storm- scope, and Bendix/King RDS 81 weather radar were options. My, how times have changed.

TBM MAGAZINE 12 SUMMER 2016 TBM SPECIAL EDITION

TBM MAGAZINE 13 SUMMER 2016 TBM 930

A TBM 930’s G3000 cockpit shows off its envelope protection system.

The TBM 700 was an immediate hit, rack- chimes and tones to alert unsafe conditions. formation or control to choose from. It takes ing up 26 sales in its first year of production Where once you heard a simple stall horn, some learning, so if you’re like me, you’ll be (among the first buyers were auto racing now you hear an “airspeed, airspeed” callout as hitting the Back icon a lot while getting the legend and warbird collector Robert Pond and airspeed drops to critical levels, and then “stall, hang of the suite. singer Jimmy Buffett). After that came the stall” as the airplane approaches the threshold The G3000 can display Jeppesen’s Chart- inevitable upgrades to the basic design: a large of a stall. That, and a stick shaker goes off. View or Garmin’s FliteCharts electronic aft door, gross weight increase and a pilot door. charts, so tap Chart Selection, and then pick In 2006 came the TBM 850 and a boost in G3000 AND GTC 580 your chart — say, an approach chart. Once the Pratt & Whitney PT6A’s power from 700 The G3000 — which also is used in Cessna’s you do this, a scratchpad appears on the lower to 850 shaft horsepower. In 2008 Garmin’s Citation CJ3+ and M2, Cirrus’ Vision SF50, portion of the 580. Now you can use your G1000 became standard. And in 2014 an am- Embraer’s Phenom 300, Piper’s M600 and the fingers to pinch the chart display to a larger bitious aerodynamic cleanup gave us the TBM HondaJet — brings new levels of capability to or smaller size or drag it around the display to 900, with a 330-knot maximum cruise speed. the TBM line. It cincludes three high-definition, get a close-up view of any chart details. 12-inch-diagonal-display screens. The GTC A Full or Split icon lets you choose between NEW FOR 2016 580s are used to call up various display options. having the three main screens or splitting each The latest big news is the TBM 930, introduced Three line select keys let you choose the menu one in two — giving you the use of six differ- in April. This model has the same performance shortcut icons for PFD, MFD and nav/com ent screen views. A rotary knob at the top of specifications as the TBM 900, but comes with views. Press the PFD key and bearing pointers the 580 is there to let you choose among the Garmin’s G3000 avionics suite, manipulated by and course-deviation indicator (CDI) depictions available panes. Want the approach chart next dual Garmin GTC 580 touchscreen controllers. can be selected, along with many more options. to the captain’s PFD? Then rotate the knob so Also included is electronic-stability protec- You can even change the inset map display to that the second-to-left pane is highlighted. In tion, a feature that automatically keeps the appear within the CDI’s compass rose. this way, you can show six different sources airplane’s attitude and airspeed safely within Press the MFD key and the GTC 580 of information at once. That’s an impressive the flight envelope. An Angle-of-Attack sensor shows the multifunction display’s many amount of situational awareness. and thumbnail primary flight display (PFD) home page icons: Map, Traffic, Wx, TAWS, The TBM 900 — which is being offered are additional firsts for the TBM design, as is Direct, Flight Plan, Procedures, Chart Selec- concurrently — still has the G1000 and its an emergency-descent management (EDM) tion, Aircraft Systems, Services, Utilities, keypad-driven, three-screen display setup. feature. Speed Bugs, Waypoint information and Near- This gives customers a choice between “old- Yet another big safety item is a beefed-up, est. Tap on one of these icons, and submenus school” push-and-turn, chapter-and-page transport-style aural warning system. This uses pop up to let you choose your view. After G1000 operating logic and the G3000’s icon- voice commands instead of the previous horns, that, there are many layers of additional in- driven, layered menu operations.

TBM MAGAZINE 14 SUMMER 2016 TBM 930

EDM, ESP AND SHAKER minute. As the cabin altitude hit 10,000 feet, response to the 2014 fatal accident involving To get a taste of the ESP and EDM capabilities, on came the “use oxygen mask” voice callout. TBMOPA President Larry Glazer and his wife we visited the TBM factory in Tarbes, France, The EDM trigger limit is a cabin altitude of Jane. Another response was a program of alti- in March. We flew with Daher-Socata’s Flight 14,900 feet and, when the cabin got there, we tude-chamber testing for TBM pilots, conducted Test Chief Pilot Stephane Jacques. First came made no inputs, simulating a pilot-incapac- at Melbourne, Florida’s Southern AeroMedical all the usual preflight checks, including a look itation scenario. On came the EDM mode, Institute. It’s thought that Glazer succumbed to at the GTC 580’s MFD controls, to make sure displayed by a red “EDM” message at the hypoxia during a flight from Rochester, N.Y., to the ESP key is active (you can disengage it by top of the PFD’s airspeed tape. The airplane Naples, Fla. His TBM 900 flew to fuel exhaus- turning off the ESP key or pressing the control turned 90 degrees to the left, then began a tion and crashed off Jamaica. yoke’s red Control Wheel Steering button). descent at 265 knots, which yielded a 3,800 The ESP system uses inputs from the air- After takeoff, we climbed to 20,000 feet, feet per minute descent rate. Soon we were at plane’s attitude and heading reference system leveled off, set cruise power — and shut off 15,000 feet — the level-off floor of the EDM (AHRS), together with its AOA, to talk to the the bleed air to the cabin. Two things hap- maneuver. Why 15,000 feet? To prevent a TBM 930’s GFC 710 autopilot servos. Exceed pened. First, we donned our oxygen masks as descent into high terrain. any pitch, roll or airspeed limits and the a precaution. Second, the cabin altitude began EDM, which is used in other sophisticated servos will apply forces to keep the airplane to climb at approximately 1,000 feet per airplanes, presumably was added as part of a within the defined flight envelope. Nose-up

(TOP) TBM 900s and 930s share a unique, single-lever power control (lower left). The lever has an H-shape control run. The left side of the H goes from full power to full reverse. Move the lever to the right, and it acts as a condition lever. Here it’s shown in the idle cutoff position. (MIDDLE) New, panel-mounted USB power ports acknowledge the popularity of iPads in the cockpit. (BOTTOM) It may look like a conventional stall-warning vane, but it’s really an Angle-of-Attack sensor that sends signals to an indicator on the PFDs. (RIGHT) Chrome trim and black door sills (lower right) set off new TBM interiors.

TBM MAGAZINE 15 SUMMER 2016 TBM 930

NNewwlyly dedesigngnede seats incin orprporarate biggerger bollstteerrsrs forf better laterala suppoportrt.t DAHER-SOCATA TBM 930 pitch limits are plus 20 degrees; nose-down those airplanes as well. Retrofit AOA systems STANDARD PRICE: $4,099,277 limits are minus 22 degrees; and roll limits for the TBMs 700 and 850 are being studied. SPECIFICATIONS are 45 degrees. Come up against these limits Powerplant Pratt & Whitney Canada and you’ll be fighting the servos. The more THERE’S MORE PT6A-66D, 850 shp you fight, the stronger the system’s counter- There are dda itional improvements. TBM Length 35.22 ft force. And if the auto-pilot was disengaged 930s will come with L-3 voice and data Height 14.29 ft during all this, it will automatically engage recorders. There’s a new Mid-Continent Wingspan 42 ft with an aural “autopilot” callout after 10 MD302 standby instrument system with Wing loading 38.2 lb/sq ft seconds of fighting within a 20-second a self-contained battery and a new Garmin Power loading 8.7 lb/shp time frame. At this point the autopilot will GRA 55 radar altimeter. Garmin’s Flight Seats 6 automatically switch to a wings-level, zero- Stream 210 will allow Bluetooth connectiv- Basic empty weight 4,629 lb vertical-speed mode. ity so that Garmin Pilot- and ForeFlight- Max ramp weight 7,430 lb Underspeed protection kicks in when the au- equipped iPads can stream flight plans, GPS, Max takeoff weight 7,394 lb topilot is on, in order to prevent the type of stall and ADS-B In weather and traffic informa- Max payload 1,403 lb that could come about after leveling off from tion to and from the cockpit. Max payload w/full fuel 891 lb a descent and failing to add sufficient power. The 930 comes with redesigned seats, too. Fuel capacity 291 gal (1,950 lb) As airspeed drops, the “airspeed, airspeed” and The side bolsters are deeper and provide more Max luggage w/six seats 330 lb then “stall, stall” callouts will kick in. The servos lateral support to the occupants, and the front begin to nose over when airspeed trend vectors seats seem to be a tad narrower. Those seats PERFORMANCE reach anywhere from 88 knots (no flaps) to 74 come in your choice of eight colors, but for an Takeoff distance 2,380 ft knots (landing flaps). At the same time a pitch- extra $5,000 you can pick from 32 more leather Max cruise speed at long-range power 252 KTAS limit indicator symbol appears above the PFD’s hues. The Diamond Black leather seats, with Max cruise speed, 28,000 ft 330 KTAS aircraft reference symbol. their red stitching, seem especially popular. Topping things off are plans for a stick The TBM 930 lists for $4,099,277. The Time to climb to 31,000 ft 18 min 45 sec shaker, which should be installed in all new TBM 900 comes in at $3,889,626. Max operating altitude 31,000 ft TBM 930s and 900s by the time you read Last — but certainly not least, especially Sea-level cabin 14,390 ft this. Stick shakers vibrate the control yoke for those in need — there’s a rumor going Landing distance 2,430 ft when the airplane is slowed to an airspeed around about an enclosed aft lav. Daher could Max range with one pilot and w/45-min just above the stall. With the airspeed and spill the beans on that at EAA AirVenture reserve @31,000 ft: stall warnings blaring, the stick shaker is the 2016. And for you planespotters out there: @252 KTAS 1,730 nm icing on the cake. It would be extremely diffi- How do you tell the difference between a @290 KTAS 1,585 nm cult for a pilot to overlook all these warnings. TBM 900 and a TBM 930? The 930’s fuselage @326 KTAS 1,440 nm accent stripe is curved; the 900’s is straight. RETROFITS With the TBM 930, Daher has taken an al- LIMITING AND RECOMMENDED AIRSPEEDS Daher isn’t forgetting about the owners ready capable, apex personal turboprop single VX (best angle of climb) 100 KIAS of in-service TBMs, including the 700 and and transformed it into a safer machine with VY (best rate of climb) 124 KIAS 850. Retrofit ESP and AOA packages were in big-airplane safety systems. And am I alone VA (design maneuvering) 160 KIAS development for in-service TBM 900s at the in sensing another firm nod in the direction VMO (max operating speed) 266 KIAS time this article went to press, according to of fly-by-wire technology to come? TBM VS0 (stall, in landing configuration) 65 KIAS Daher officials. The aural-warning package will All specifications are based on manufacturer’s calculations. All performance figures are based on be made available, free of charge, to owners of Reprinted by permission, from the June 2016 AOPA standard day, standard atmosphere, maximum weight Pilot Turbine Edition. Get this and other turbine- conditions unless otherwise noted. For more informa- all 400 or so G1000-equipped airplanes in serr- focused stories every month as a member of AOPA. tion, visit the manufacturer’s website (www.tbm.aero). vice, and stick shakers will be a paid retrofit for Visit www.aopa.org to join or renew

TBM MAGAZINE 16 S UMMER 2016 7KHZRUOGŚVIDVWHVW VLQJOHHQJLQHWXUERSURS MXVWJRWEHWWHU

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+DUW]HOO¶VQHZ6RFDWDEODGHVWUXFWXUDOFRPSRVLWHQRWRQO\RIIHUVEHWWHUSHUIRUPDQFHEXWDOVRGXUDELOLW\QHYHU /HDUQPRUHDW EHIRUHDYDLODEOHIRU\RXU6RFDWDDLUFUDIW,WVVZHSWDLUIRLOEODGHGHVLJQZLOOVHW\RXUDLUFUDIWDSDUWIURPWKHRWKHUV +DUW]HOO3URSFRP RQWKHUDPSDQGLQWKHVN\ &RQWDFWXVDW Captain Chesley Sullenberger hen Chesley Sullenberger of U.S. Airways woke up on Jan. 15, 2009, he could never have suspected in his worst nightmare that he’d have to ditch his Airbus 320 W into New York City’s Hudson River later that day. Pretty much the whole world knows the rest of the story, and the vast majority of pilots have seen the fixed-camera video of how skillfully Sullenberger dead-sticked the A-320 Airbus onto the river after a flock of geese FODed both engines, causing a total power loss. All 155 passen- gers and crew walked (swam?) away. “I couldn’t believe the rate of descent with no thrust from the engines,” Sullenberger said later. The U.S. Airways captain estimated the Airbus was dropping toward the water at about 1,200 feet per minute. Though he’s a licensed glider pilot (along with all his other credentials), none of his experience in high L/D sailplanes prepared him to ditch an 80-ton airliner into the Hudson River.

TBM MAGAZINE 19 SUMMER 2016 Prepare to ditch

Fortunately, he eased the Airbus into PT6As incorporate inertial separators that That means you can land directly into the the center of the river near the 42nd Street automatically divert any heavy objects from wind, but it doesn’t mean full stalling the ferry terminal. The water run out was entering the engine inlet. airplane onto the water. A full-stall landing relatively smooth with no tendency for the If bird strikes are less of a hazard for may cause the nose to submarine, some- nose to submarine. Ferry boats and other light jets and single/twin turboprops, fuel times flipping the airplane onto its back. rescue craft picked up all crew and passen- exhaustion and mechanical failure remain Wind and waves can do the same thing. gers, and there were few significant injuries. remote possibilities. Those who fly over wa- Another hazard in a ditching is attitude. What made Sullenberger’s feat all the ter on a regular basis, say across the Great Whether you’re landing into the wind, more impressive was that he managed to Lakes, the Gulf of Mexico or the North parallel to the swells or on a receding face, transition from air to water without tearing Atlantic, will need to at least consider the maintain a straight and level attitude with off the engines. There have been only a half possibility of a ditching. reference to the wave action, not the hori- dozen or so ditchings by airliners in the last The procedure need not be all that com- zon. Dipping one wing tip into the water 70 years, and most have torn off low-hang- plex, as long as you remember that water is may cause the airplane to slew violently in ing engines, which led to the loss of a wing NOT soft. It’s closer to the consistency of that direction. and the total destruction of the aircraft. concrete than Jello. This means you must In 35 years of flying the oceans, I’ve never Most light jets have an advantage over exercise the same care you would with an seen a live ditching, but I was an audio wit- airliners in that the engines are typi- emergency landing on a rough dirt highway ness to an actual incident between Kona, cally mounted on opposite sides of the aft or in a farmer’s field. Hawaii, and Christmas Island in 2004. My fuselage, rather than beneath the wings. In The first rule of ditching is to always ditch friend, Ray Clamback of Australia and I addition to helping smooth the touchdown, at the slowest possible speed, consistent were on the way to Sydney from California, this makes the prospects of damage from with aircraft control. Count yourself lucky if Ray flying a slightly used Cessna 182, and birds far less likely than with engines slung the water is relatively flat, with no signifi- me herding a tired Shrike Commander under the wings. cant swells, as it apparently was for Sullen- across the Pacific. Virtually all the single-engine turboprops berger back in 2009. The U.S. Air flight had We were talking about Ray’s new HF on fly behind P&W PT6A engines of one model little choice as to heading on the narrow the radio when he suddenly said, “Standby.” or another, generally regarded as the most Hudson, but if you need to splash in on a He came back a minute later and said he reliable aircraft engines in aviation. The lake or ocean, heading choice may be yours. was losing oil pressure. He gave me his

TBM MAGAZINE 20 SUMMER 2016 Prepare to ditch lat/long, I called the U.S. Coast Guard in rivers but not uncommon on the Atlantic. can only speculate if shutting down an Honolulu on HF and advised them of the The cardinal rule of every aviator is always engine 200 miles out when he knew he problem. They scrambled a C-130 and, when to land directly into the wind whenever pos- couldn’t make land might have extended I got back to Ray, the engine was overheat- sible, but that may be difficult if the surf is his range that extra 11 miles, but the pilot ing. He finally lost power 400 nautical miles running exactly 90 degrees to the wind. apparently flew in ground (water?) effect from Christmas Island. If you have a choice of touching down for several hours before electing to ditch, The winds were strong and wave swell a few knots more slowly but head-on into hoping to extend his range slightly. Then was moderate. Fortunately, Ray had rolling surf or turning slightly out of the he put his 310 into a semi-calm Pacific and another airplane on his wing when he hit wind to land on the front or the back side of slid to a stop without submarining. He was the water. The other pilot reported the a swell, choose the swell. Water may seem picked up by a Coast Guard helicopter a few Skylane touched down and immediately soft compared to a building or a stand of minutes later, apparently uninjured. did a forward flip to inverted. When the oaks, but it actually offers about the same Pretty obviously, we’re dealing in margin- Coast Guard showed up three hours later, resistance if you’re running into it head-on. al range improvement, but in this specific they searched the area and finally spotted In a similar sense, if you recognize your case, with only 11 miles remaining to Hilo, Ray floating in his life jacket in mid-Pacific problem will be fuel exhaustion before you that might have been enough. You’re not just as the sun was going down. They can reach land and you happen to be flying likely to find that trick in any manual, and dropped a survival package, and Ray was a twin, whether it’s piston, turboprop or jet, it may not work on all twins, especially on finally rescued seven hours later by a pass- consider the possibility of shutting down those fitted with ferry tanks and flying well ing container ship that just happened to one mill as soon as you’re absolutely posi- over normal gross such as the 310 men- be going to … Australia. Later, Ray said the tive you won’t make land with both engines tioned above. ditching into the wind “didn’t go well in running true. The downside of this trick is that some those rough seas.” That may sound a little like insanity, but twins are notoriously intolerant of flying on Ray’s airplane wasn’t a retractable, so Ray many twins offer slightly better specific one engine for long periods of time. In this had no choice about what to do with the range on one engine than on two, though case, the pilot was operating at wave-top wheels, but the consensus seems to be to you’ll obviously extend your time en route height. That might not be an easy trick, land with the gear up if you have that op- by a bunch. Back in the days when ferry even if it does improve your specific range, tion. Landing on a flat surface or on swells pilots were paid by fixed price contracts, so this may not be a viable solution for would seem best without anything protrud- and whatever you had left at the end of the everyone under all circumstances. ing from the bottom of the airplane to grab trip was yours, one pilot used to feather an Still, ditchings are eminently survivable. the water, though some pilots argue that engine on the Atlantic run, take several ex- One survey back in the early 2000s suggests wheels down and locked help absorb impact tra hours to complete the leg, but consume that more than 90 percent of pilots and and lessen the possibility of injury. several hundred dollars less fuel. Today, he passengers in ditching accidents live to fly If the problem that’s causing the ditching flies for United. another day. is one of impending fuel exhaustion, you’ll One pilot ferrying a Cessna 310 from Years ago, I did a story on a retired nearly always be better off to ditch the Monterey, Calif., to Hilo, Hawaii, in October airline pilot in Florida with a Grumman airplane under power to control the point 2011 ran into unforecast headwinds and Goose. About his unusual choice of a of touchdown. When you’re gliding with was forced to make a controlled ditching Goose as a private aircraft, he said, “The power off, you’ll be obliged to land pretty only 11 miles from his destination as he controls are heavy. It’s not very fast. It much wherever the airplane takes you. was in the process of running the tanks dry. burns a lot of fuel, but it’s good for more That just might be directly into the side of a We may never know how early he suspected than one water landing.” 15-foot wave, unlikely over small lakes and that he wasn’t going to make Hilo, so we Your airplane probably isn’t. TBM

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he good news is that the only realistic way you can have an accident in an airplane is by contacting the ground in an unplanned or uncontrolled manner. T You could roll the dice on a midair collision, but despite what you occasionally read in the often-aviation-illiterate, local newspaper (“A 10-seat, Robinson Commander collided in flight this morning with a Piper Skyhawk and both airplanes nose-dived to the ground. Neither pilot had filed a flight plan, so both were probably lost.”), the chances of that happening are almost infinitesimally remote. Mid-airs demand so many qualifiers that

TBM MAGAZINE 24 SUMMER 2016 ach.’ You’ll probably live to make another one. BY BILL COX

the vast majority of us are highly unlikelyy toto bumpbump intointo someonesomeone elseelse aloft,aloft, eveneven inin theth world’s busiest airspace. If your only realistic risk is to collide with the ground at an airport, it would seem your odds for a successful arrival are good, since, by definition, that’s where most of us were trained to land. Excluding the unlikely possibility of a CFIT (controlled flight into terrain), normal land- ings are what we all expect to do every time. Under ordinary circumstances, we’ve all learned to avoid intercepting the ground in anything but a relatively slow, straight-and-level attitude.

TBM MAGAZINE 25 SUMMER 2016 The Final Four Minutes

And therein lies the rub. Too often, it seems Most of us wouldn’t for each action and see how long the entire pilots don’t bother to prepare for landings process should require. by using checklists religiously, practicing attempt an instrument Admittedly, this was an IFR process, but crosswind procedures when they can and approach to an airport at if I could do it in real or simulated instru- understanding the vagaries of their particu- minimums just to “take ment conditions, I certainly should be able to lar aircraft. This is a special hazard in IFR a look.” We’re always perform a shorter checklist flying VFR. conditions for turbine aircraft with higher primed to land, and so is I warned Gary that I needed to be able to approach speeds. perform all the functions at the fastest pos- Like many of you, I’ve had a variety of the airplane. Gear is down, sible rate since I never knew what I might be instructors in a wide assortment of aircraft flaps are usually half or flying next. Presumably, that would make it over the years. Some of those men and more, power is back and easier to perform on slower airplanes. Since women were nothing short of brilliant, trim is set for approach a typical approach covered four-to-six miles and others were closer to marginal, but I speed. Neither the airplane from outer marker to touchdown, a reason- learned something from practically every able time would be three to four minutes. one of them. nor the pilot is happy In my case, my personal airplane could The best of those instructors was Capt. about reversing all that easily fly the approach at 85 knots and still Gary Meermans, a check pilot for United and returning to the sky. maintain a 1.5 Vso margin. I was using 90 Airlines (his part-time job), and a free-lance knots, building in an extra five-knot pad that instructor in practically anything that flies a base approach speed of 165 knots, faster I didn’t need. If I slowed the speed to 80/85 the rest of the time. Gary, more than anyone than many piston retractables cruise.) In- knots on a typical ILS, I’d have an extra 30 else, instilled the checklist psychology into evitably, I began to feel rushed during the seconds to stabilize the airplane and make my happy-go-lucky, gee-this-is-fun, why- last, critical, three to five minutes of an IFR certain everything was in place for the land- make–it-work mindset. approach at anything over 100 knots. ing. (Later, when I stepped up to 100-110 Gary took me through my commercial, Gary acknowledged that it was important knot approaches in turboprops and light jets, multi- and instrument training and inspired that I keep my brain well out in front of the I was better prepared for the shorter time me to work for other ratings. As I gradu- airplane all the time. To help that process between FAF and MAP.) ated to more sophisticated, turbine equip- along, he suggested I make a list of every Gary suggested I list every move I’d make ment, the approach speeds and complexity individual action I take during the final three from the outer marker to spotting the run- increased, often dramatically. (The USAF to four minutes of an instrument approach, way at minimums. Here’s the list I came up Northrop T-38 supersonic jet trainer uses along with an estimate of time required with, more or less in sequence.

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For a free iPAD APP download, visit the Apple APP Store— search for DUATS Web: www.duats.com Mobile: www.duats.com/mobile Help Desk 1-800-345-3828 The Final Four Minutes

not all instrument procedures are in smooth, through the clouds at the company’s home DStart the stopwatch to time the comfortable, stratus conditions. Some airport of Long Beach, Calif., to about approach: 10 seconds approaches are guaranteed to wrap you in 400 feet AGL on the runway 30 ILS, then jolting cumulus with crosswinds and near add power and initiate the circle-to-land DTurn to the inbound heading, if necessary: 10 seconds minimum weather. Not fun. procedure, a full 180 degrees to Runway 12. Gary suggested I could do myself a favor if Watching that huge, trijet “heavy” maneuver DExtend the landing gear: I was flying a familiar airplane by aiming for so close to the ground, trying to stay tight so 10 seconds predetermined torque settings to match the as not to lose contact with the runway in the DAdvise the tower of passing the configuration changes and speed I needed to fog, was both terrifying and awe inspiring. FAF: 10 seconds maintain. I’ll bet the captain was sweating bullets and DExtend flaps as required: At its most basic, Gary allowed that the list thinking, “I’d rather be flying my Bonanza.” 10 seconds devolves to an embellished version of the tra- As you approach minimums and still don’t D ditional Seven Ts that instrument instructors see anything except more scuz, continue the Reduce power to approach: have been preaching for years: Time, turn, approach until the stopwatch suggests it’s 5 seconds tach, trim, track, tune and talk. We’ll leave it time to miss, then, don’t even think about DTrim to follow glideslope: to smarter folks such as Rod Machado and the ducking under. Add power and miss. 5 seconds late Bill Kershner to instruct on the proper For most of us, this runs counter to our DTurn on electric fuel pumps: sequence and execution of the Seven Ts. instincts. Some professional pilots may fly 5 seconds When I complained that I still felt too their entire careers without having to execute busy during that last few minutes, Gary a miss. In delivering airplanes internationally DVerify descent rate and adjust: 10 seconds said I might give myself more time for the in the last 35 years, I’ve struggled through D approach if I asked the controller for a longer perhaps 500 “real” instrument approaches, Adjust elevator trim for proper turn-on. This may not always work at busy and I can only recall missing a half-dozen of descent: 5 seconds airports where traffic is heavy, but if you’re them. I’ve had to divert to an alternate airport DMake first heading/speed lucky, the controller may be able to sequence three times, as I usually make it a point to correction: 10 seconds you to an approach clearance five or six miles load enough fuel on board to hold for a while DCheck descent and heading: from the FAF rather than the more typical in hopes of better conditions. 5 seconds three or four miles. I tried that, and it worked In one instance, I delivered a 58 Baron to reasonably well, though Gary was right that Port Columbus, Ohio, in a nasty, December DMake second heading/speed correction: 10 seconds controllers were sometimes reluctant to snowstorm when the three airplanes ahead, grant such requests when traffic was heavy. two airliners and a FedEx freighter, missed the Total time 1 minute, 45 seconds Whether you’re flying a precision ILS or a approach and diverted. I shouldn’t have felt so looser VOR procedure, you’d be smart to set smug. I had an unfair advantage, as my mini- up your final three/four minute descent based mums were lower than theirs. As I taxied in, still I’m aware some readers will claim I “forgot on a known power/descent rate combination. feeling superior at having outdone the airlines, checking the miss procedure” or “didn’t include It’s always possible to adjust the airplane’s rate the controller deflated my balloon by advising calling decision height out loud” or some other to match the HSI’s horizontal needle, but if the weather had lifted slightly as I began the omission. Others might suggest that it doesn’t you have a preconceived notion of the proper approach. Hero to aviation bum in 10 seconds. require 10 seconds to advise the tower of power/drag combination to follow the desired Most of us wouldn’t attempt an instru- passing the FAF. But the point was that I had glideslope, you can establish that initially and ment approach to an airport at minimums time left over, enough for a short nap after I make adjustments as you reconfigure on the just to “take a look.” We’re always primed to completed everything else I needed to do. way downhill. Once you become familiar with land, and so is the airplane. Gear is down, Gary checked my list, agreed with most of a specific model, the airplane may practically flaps are usually half or more, power is back it, though he did suggest modifying the order fly itself down the glideslope, it says here. and trim is set for approach speed. Neither and decided we’d go fly it. He would call out Start looking for the ground well before the airplane nor the pilot is happy about each function in sequence, and we’d see how you expect to see it, especially if the control- reversing all that and returning to the sky. long it required in the real world. ler is calling the ceiling “ragged.” When the Of such situations are statistics made. He was right, of course. When we finished tower reports the atmospherics as 500 and Missed approaches are rarely fun, and we’ll our practical demonstration, I was stunned one, I’ve learned to begin glancing up at grant that some missed approach procedures to find total time wasn’t even close to three about 700 feet while maintaining the local- can seem unnecessarily complex, but as minutes, much less four. Gary also noted izer/glideslope on instruments. instructor Gary used to tell me all the time, I’d listed several functions that might more The precision ILS approach is obviously the you should at least try to memorize the ini- properly be performed before reaching the easiest to fly, with the VOR and GPS proce- tial heading and level altitude until you have LOM/VOR/NDB — extending the gear, dures also reasonably simple, but the reduced time to check the plate. Missing the miss is turning on the pump(s), etc. minimums of the ILS mean you’re closer to exactly how some pilots come to grief, and Most pilots of high-performance singles the ground if you need to execute a miss. A the reason is that many are simply not men- and twin turbines like to set power and use circle-to-land back course may be the most tally prepared to go around in the first place. the wheels as speed brakes to start the air- feared instrument approach and for good Flying is a never-ending discipline that plane downhill at the appropriate descent rate reason, especially if it’s flown at minimums. relies on knowledge. Don’t think you can ever without a power reduction. The fuel pump Back in the days when Douglas was study or practice enough to master it. No check is obviously unnecessary in turbines. delivering the first of its troubled DC-10s, matter what the hip vernacular of the 21st Unfortunately, the nature of clouds means I watched a flight test airplane descend Century suggests, you’ll never “own it.” TBM

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M-CLASS: M350 | M500 | M600 FAA ISSUES NEW AIRCRAFT LEASING GUIDANCE BY JONATHAN LEVY

TBM MAGAZINE 30 SUMMER 2016 n February, the FAA, for the first time in nearly 40 years, replaced its Advisory Circular on aircraft leasing (AC91-37B) superseding and replacing AC91-37A (Jan. 16, 1978). I The new guidance expresses the FAA’s continuing concern over arrangements where operational control is retained by the lessor, which constitutes de facto uncertificated air charter. Also included are some noteworthy additions, such as a statement that the op- erational control concerns apply to aircraft of all sizes (even though the specific subject of the Advisory Circular relates only to large aircraft, exceeding 12,500 pounds gross take-off weight), and the introduction of seven factors that the FAA encourages lessors and lessees to examine in clarifying which party truly operates the aircraft.

TBM MAGAZINE 31 SUMMER 2016 New aircraft leasing guidance

BACKGROUND see its air-carrier operating certificate issued tions.” In cases where they are not, their Among the FAA’s most abiding and profound by the FAA. Additionally, before entering into “unknowing assumption of responsibility concerns is that of unlawful commercial an aircraft lease, ensure you understand and creates a serious problem in air safety and carriage. The right to carry passengers or are willing to accept your responsibilities for may involve legal liabilities,” according the property in exchange for compensation is al- compliance with air-safety regulations. new edition of the circular lowed (apart from certain narrow exceptions) Leases that convey to lessees the right to The FAA’s concern over unauthorized only to those few operators that hold air- use an aircraft as a piece of equipment (and, commercial carriage relates to aircraft leas- carrier operating certificates. The regulatory thus, include a transfer of the rights and re- ing, insofar as it is possible for a “devious air-carrier authorization process is intended, sponsibilities to operate the aircraft) are not leasing scheme” to purport to simply rent among other things, to ensure the skill and only acceptable to the FAA, but widespread the aircraft to the lessee while, in fact, the proficiency of a carrier’s pilots and crew; the throughout the industry. In 2011, the FAA lessor retains operational control and is quality and maintenance of its aircraft; the Office of Chief Counsel wrote that: involved in unlawful air carriage. suitability of its resources to its missions; its “In general, the FAA recognizes two The Department of Transportation adherence to strict operational limitations; general types of leases — wet leases and enacted the Truth in Leasing (TIL) Regula- and the integrity of its business practices. dry leases. A dry lease of an aircraft is one tion (FAR 91.23) to address its concern over In AC91-37B, the FAA expresses the need in which the owner provides the aircraft arrangements that would either transfer for potential passengers/lessees to be attuned and the lessee supplies his or her own flight operational responsibilities to lessees who to whether the arrangements they enter into crew and retains operational control of the are unaware of, unprepared for and unable to provide for them to receive air transportation flight. Under a dry lease, operational control satisfy those obligations or retain operational or become the custodian of the aircraft, which resides with the lessee, and the lessee is per- control with lessors engaged in unlawful air they then use to transport themselves. The mitted to operate the aircraft in furtherance carriage. The TIL regulation, which imposes FAA cautions against aircraft owners who of its business under part 91. requirements on leases of large aircraft (over may imply an arrangement in the first cat- “In contrast, under a wet lease, the lessor 12,500 GTOW), is AC91-37B’s nominal sub- egory, while actually offering only the second. provides both the aircraft and the crew and ject. However, the Advisory Circular’s recent There are aviation companies certificated retains operational control of the flight. Gen- revision adds a statement that “operational to offer charter air service; however, there are erally speaking, under a wet-lease arrange- control is not dependent on the size or the also dozens of other companies or individuals ment, the lessor of the aircraft is considered number of aircraft operated; it is instead a who have no air-carrier or operating certifi- to be the operator of the aircraft and may matter of legal responsibility.” This new state- cate but who are willing to violate the law by be required to hold an operating certificate ment emphasizes that the same analysis of evading safety requirements. Some evade because it is providing air transportation. whether unlawful charter is being provided air-carrier certification by using devious leas- Lessees in a dry (i.e., uncrewed) leas- applies regardless of aircraft size, and is not ing schemes intended to appear legitimate. ing arrangement must be aware of “their restricted to aircraft governed by Truth in Before you sign for a charter air service, ask to responsibilities for compliance with regula- Leasing under FAR 91.23.

TBM MAGAZINE 32 SUMMER 2016 HAND CRAFTED EUROPEAN New aircraft leasing guidance PERFORMANCE IN THE AIR. DAHER TBM. Briefly summarized, the TIL rule for large In evaluating the operational-control ques- aircraft requires that leases be in writing and tion, the new Advisory Circular makes clear HAND CRAFTED EUROPEAN signed by both parties and include a man- that “how the lease is named” is not control- dated statement of responsibilities directly ling and encourages lessees to be wary of PERFORMANCE ON THE GROUND. above the signature block. In addition, copies “evasively worded” arrangements. The FAA’s of the lease are to be kept onboard as well as inquiry can extend to the actual practice and ALFA ROMEO 4C. sent to the FAA within 24 hours of execution, routine of the parties. According to the new and the FSDO nearest to the aircraft’s first version of the circular, “you should note that ALFA ROMEO 4C COUPE AND 4C SPIDER flight under the lease be notified of that first operational control may remain with the Introducing the Alfa Romeo 4C Coupe and Spider. flight at least 48 hours prior to departure. lessor even though the lease is characterized Progressive thechnology. Race-bred performance. as a dry lease and expressly states that items Seductive Italian styling. Handcrafted in Italy to supercar DETERMINING such as flight following, dispatch, com- standards. A mid-mounted, 237 HP turbocharged Inline OPERATIONAL CONTROL munications, weather and fueling are to be 4 engine with race-inspired dual-clutch transmission The determination whether a lessor is performed by the lessee. Therefore, in some married to an ultra-light carbon-fiber monocoque providing air transportation (as opposed instances it may be necessary to look at the chassis. The result? 0-60 mph in 4.1 seconds.* to simply leasing equipment) is based on actual manner in which the operations are The ability to teach humility at any green light. all the facts and circumstances. One useful conducted to determine which party on the addition in the new Advisory Circular, lease has operational control.” however, is a list of seven factors that aid Further, the FAA reasserts it position the determination: that “if a person leases an aircraft to an- other and also provides flight crew, fuel and 1. Who makes the decision to assign maintenance, the lessor of the aircraft is the crewmembers and aircraft, accept flight operator. If the lessor makes a charge for the requests, and initiate, conduct, and aircraft and services,” beyond certain narrow terminate flights? exceptions, the flight becomes commercial HERE’S HOPING LIFE THROWS YOU MORE CURVES carriage, and is subject to regulation as such. The 4C, with its mid-engine layout, rear-wheel drive, 2. For whom do the pilots work as direct The most important is the flight crew. As and ideal-weight distribution and balance, is capable of employees or agents? stated by FAA Chief Counsel in 2009, “if an handling any curve with phenomenal precision and control. aircraft and pilot are provided to other as a 3. Who is maintaining the aircraft and package, the operations would be considered where is it maintained? transportation of people or property for com- pensation or hire, and a part 119 operating 4. Prior to departure, who ensures the certificate would be required.” flight, aircraft and crew comply with In 2010, the FAA defined illicit compensa- regulations? tion that an aircraft operator might receive to include “anything of value,” not requiring “a 5. Who decides when/where mainte- profit, profit motive, or the actual payment AS ADEPT AT STEALING ATTENTION nance is accomplished, and who directly of funds.” Examples found to constitute AS IT IS AT CHEATING THE WIND pays for maintenance? compensation include: Inspired by Alfa Romeo’s legendary 1967 Tipo 33 Stradale, every aspect of the 4C’s shapley body cheats the 6. Who determines weather/fuel • Reimbursement of expenses; wind in the most aerodynamically efficient manner. requirements, and who directly pays for • The ability of the pilot to acquire flight the fuel? hours at another’s expense; • Capital contributions by a company owner; EXPERIENCE A NEW BALANCE OF POWER 7. Who directly pays for the airport fees, • Payment in terms of barter (e.g., parking/hangar costs, food service, and/ payment for dinner); or rental cars? • Receipt of publicity; • Any actual cash or in-kind payment. The new Advisory Circular indicates how these factors will be applied, stating that Thus, under the applicable regulatory “if (the lessee is) not responsible for any scheme, parties intending to engage in or all of these criteria, then (it does) not aircraft dry leasing must ensure that the have operational control and the aircraft is lessee takes on genuine responsibility for a wet lease requiring full compliance with the aircraft, as reflected not only in the the provisions of part 135 for air-charter text of the negotiated agreement, but also operations to carry passengers for hire.” by the conduct of the parties. Failure to Conversely, “if (the lessee is) responsible delineate this will render the operations for any of these criteria, then (it has) some unlawful. TBM operational control and should clarify its Advocate Consulting Legal Group, PLLC, is a law firm leasing arrangements accordingly or it will whose practice is limited to serving the needs of aircraft SCHMELZ COUNTRYSIDE be held accountable for violations of 14 owners and operators relating to issues of income tax, sales tax, federal aviation regulations, and other related SAINT PAUL, MINNESOTA, 612-889-8935 CFR for operations of the aircraft.” organizational and operational issues. (Johnathan’s Cell TBM Owner S/N 586) www.schmelzalfaromeo.com

*Based on manufactuer’s testing. Actual results may vary. ©2015 FCA US LLC. All Rights Reserved. ALFA ROMEO is a registered TBM MAGAZINE SUMMER 2016 33 trademark of FCA Group Marketing S.p.A., used with permission THINGS YOU NEED TO KNOW ABOUT DESCENT PLANNING BY KEVIN GARRISON

TBM MAGAZINE 34 SUMMER 2016 escending, unlike climbing, is mandatory. You have no choice over the fact that you have to descend Dfrom your cruising altitude. You do have a little leeway on when and where to begin your descent. You also have some choice over how you descend. The choices available to you are no small thing. They can mean the differ- ence between danger and safety, economy and expense, comfort and ter- ror. There are five things you need to know about descending your aircraft.

TBM MAGAZINE 35 SUMMER 2016 Five things you need to know about descent planning

Immovable are your conviction to fly a HIERARCHY OF GOALS safe aircraft and your down to a much lower altitude much Planning your descent hinges on the plan to keep your sooner than you would want. They have goals you have for your flight. Every passengers cozy and an agreement with Chicago Center to 1 aspect of your flight rests on the keep east-west traffic below the heavy fundamental goals you set for it. Here is happy. A well thought- flow of high-altitude traffic into O’Hare. a list of the hierarchy of goals that most air- out descent should also Standard operating procedures and lines and corporate flight departments use: conserve cash and get letters of agreement aren’t in play if your peeps to point B there is little traffic to worry about, like • Safety on time. late at night and at low traffic-density • Passenger comfort times. Your controller might just be going • Economy through the motions. Force of habit on • Schedule your controller’s part leads to an opening descent are important to be sure, but you for negotiation. Economy and schedule sometimes switch should think of your computer-generated If your controller starts you down early places in the airline world due to the cost TOD as more of an informed suggestion as in our example, feel free to offer a of fuel and how many CNN stories are be- than an absolute place to start down. simple question: “Can we start down in 20 ing aired about airlines not being on time, There are many reasons you might not miles instead?” but the positions of safety and passenger begin your descent at TOD, but the most If your controller can’t let you do that, comfort are cast in stone. important one is largely out of your con- you lost nothing by asking. If you can Immovable are your conviction to fly trol. Air Traffic Control has its own hierar- start down later, you just saved money. a safe aircraft and your plan to keep your chy of goals and, more importantly, SOPs passengers cozy and happy. A well thought- (standard operating procedures) that will DO IT YOURSELF out descent should also conserve cash and often take your economical descent and Computer software will calcu- get your peeps to point B on time. turn it into a fuel-burning fiesta. late your top-of-descent point The SOPs your controllers are con- 3 based on existing winds at cruise YOUR TOP-OF-DESCENT trolled by are often based on letters of altitude and expected winds on the way POINT (TOD) IS agreements between ATC centers, and down. If you are calculating when to begin NEGOTIABLE they are often unbreakable. For example, your descent on your own, just remember, 2 That little map prompt and if you are flying over Kansas City on your “three to one plus 10.” countdown mileage timer to your top-of- way into Cincinnati, ATC will clear you Let’s say you are at flight level 240 and

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are cleared to cross 30 west of Rome VOR Computer software ing high with a non-pressurized and recip- at 6,000 feet. So 24,000 minus 6,000 will calculate your top- powered airplane used to mean that you leaves 18,000. Take away the 6,000 and had to plan for your descent to be gradual you have 12,000. Divide that by three of-descent point based and with partial power. and you end up with 40 miles. on existing winds at This gradual descent was to protect your Now all you have to do is add 10 miles cruise altitude and passengers’ ears. Normal people would as a fudge factor that allows you to slow expected winds on find a 3,000 foot-per-minute or greater de- down if you need to and helps account for the way down. If you scent rate a real ear bleeder. Pressurization wind. Add the 30 miles you are supposed mitigates this and allows you to descend at to be from RMG, and you end up with a are calculating when whatever rate you desire without having to TOD of 80 miles outside of the VOR. to begin your descent factor in ear-drum damage. The arithmetic may seem simplistic, on your own, just Your turbo-prop engine, combined but that’s why good pilots use it. If your remember, “three to with your pressurized cabin, allows you brain is busy with other things having one plus 10.” to do the kind of descent that every flight to do with keeping your passengers safe planner and flight management system and happy and flying economically, you dreams about — the idle descent. don’t want to waste all your brain cells tion forefathers with their reciprocating You have no need to worry about calculating a descent point. engines and un-pressurized cabins never keeping a turbo-prop engine warm, or enjoyed. You are operating a turbo-prop to be concerned with being gentle when TAKE ADVANTAGE OF airplane that is pressurized. Take advan- you pull the power back. Turbine engines YOUR PRESSURIZATION tage of them when you plan your descent. and their fuel-control units don’t care SYSTEM AND BURN The fact that you are pressurized puts about things like throttle finesse. Yank 4 JET FUEL you at a higher, more economical, and that power back to idle and start down at You have two advantages that our avia- hopefully more comfortable altitude. Fly- whatever rate of descent you like.

TBM MAGAZINE 38 SUMMER 2016 PLAN FOR YOUR man_education/aerospace_physiology/ EMERGENCY There’s far more to think about during an DESCENT NOW emergency descent than simply diving to 5 Pressurization systems have a breathable altitude. You’re going to have been known to fail from time to time and, traffic, weather and possibly mountains if it happens to you at a high altitude, you below your aircraft. Your passengers are at are about to descend in a hurry. You best best, going to be in shock. At worst, they think about it now. may be unconscious, sick or injured. The first way to plan would be to get When was the last time you did a full some real training. An altitude-chamber check on your crew oxygen system and ride is the best way to slam home the mask? The top of an emergency descent is realities of high-altitude operations and the last place you want to find out that it the need for oxygen. During initial and doesn’t fit properly or work at all. recurrent training on your aircraft, demand Safety, economy and comfort will be the some emergency-descent training. result of a well-planned descent. You have a Link to FAA chamber testing program: great advantage because you get to practice https://www.faa.gov/pilots/training/air- your skills at least once on every flight. TBM

When was the last time you did a full check on your crew oxygen system and mask? The top of an emergency descent is the last place you want to find out that it doesn’t fit properly or work at all.

TBM MAGAZINE 39 SUMMER 2016 From the Factory

TBM, which will occur at EAA AirVenture Oshkosh in July … but that’s another story, with details to come later. In addition to the TBM family expansion, we have begun offering new possibilities to upgrade your aircraft and keep its value at the highest level. Among the initial items introduced were the TBM 900-style landing- gear doors, now applicable across the entire range of TBM aircraft. Introduced last year, we’ve already sold more than 40 kits and have delivered a dozen for installation. At the TBMOPA European Convention in May, we launched the winglet and cone retrofit, as well as the AoA (Angle-of-Attack computer, sensor and indicator) installation kit. And there is more to come! In Septem- ber, we will publish a comprehensive catalog of all available modernization services. This will include such technology enhancements as the V15 version of Garmin’s G1000 soft- ware, which brings a host of new features. The organizational changes I announced earlier this year in our Airplane Business Unit are now entering their active phase. We needed a different internal structure to keep the world’s TBM fleet, which will likely exceed 1,000 aircraft by the end of the de- A busyygy and exciting cade, in the air along with the approximate- ly 3,000 TB and Rallye General Aviation springtime for the TBM airplanes produced by Daher’s predecessor By Nicolas Chabbert, senior vice president, Daher-Socata airplane business unit company.

been extremely busy and exciting at the facto- Therefore, I simplified the organization with with our expansion of the TBM family, officially three main departments: 5, followed by our preparation for the many • Airplane Customer Support hows during the year. We are pleased to see • TBM Sales, Business Development and MRO activities ow of TBM 900s and TBM 930s have left the • Airplane Design, Engineering and Air he beginning of the year, with most of them worthiness nd some heading east into central Europe. At the Airplane Business Unit, our overall ctions to the intro- helping them define and visualize their focus is on the very important aspect of t® functions and preferred aircraft configuration. support and our mission to continue tech- Tct family, based on Looking ahead, we are preparing to nical developments for all aircraft under the TBM 900 and TBM 930, are extremely unveil a long-awaited feature for the our responsibility as the original aircraft positive. Among the highly appreci- manufacturer. A recent example is ated choices is the ability to choose the development of a new exhaust between a classic keypad control silencer that enables the TB 10 on the G1000 avionics system (for Tobago fleet of training aircraft to our enhanced TBM 900) and the meet new noise limitations. We touchscreen controller of the G3000 evolved this kit in cooperation with avionics suite (incorporated in the Chabord, a company that special- TBM 930). izes in high-performance exhaust At the TBM factory in Tarbes, systems. France, we have installed a show- Focusing on the future, and with room featuring examples of the my strengthened organization, we paint and interior outfitting styles will be more reactive to provide the available. This is a valuable tool for excellent service you deserve. the increasing number of poten- We wish you safe flights with favorr- tial customers coming to visit us, able tailwinds and blue skies.TBM

TBM MAGAZINE 40 S UMMER 2016

Tax Talk

set of circumstances, facts and scenarios. The method of how the plane is managed, operated, cared for, etc., is described in The Taxpayer’s Holy Grail detail for each case. These are the facts. The real secrets to confirming your flying write-offs. Next, the revenue ruling takes a look at By Harry Daniels the laws and analyzes them in both situ- ations. They apply the laws to the man- Have you ever visited with the IRS regarding the audit of your agement and operation of the plane and compare how the law is applied differently tax return? If so, then you know it’s you against them. Would it in the individual situations. make you feel more comfortable going into the audit knowing Finally, the IRS writes its holding (also that you had their written blessing relating to the tax deduc- known as its ruling) for each of the two situations. They compare why one situation tions associated with your airplane in your hand? Well, you do. produced the exact opposite result as the You have their Holy Grail. It is Revenue Ruling 2005-64. other situation. So here you go — you have the IRS’s position written by the IRS itself. The bottom line of the revenue ruling is ness for the use of property, they want to The biggest problem is getting the IRS this: It separates airplanes that are truly a say that it is a rental operation and there- agent to get the idea that this is a rental business asset from airplanes that are truly fore subject to the rental loss limitation activity out of his or her already-made-up a rental business. rules of Code Section 469. mind. You can never say the word “rental” H We often put the ownership of our Revenue Ruling 2005-64 is the IRS’s own when you are talking with an agent. You are airplanes in a separate business entity such written explanation on how it is going to in- not renting the airplane. You are transfer- as a limited liability company (LLC). Then, terpret airplane-rental losses and the rental- ring money to cover the expenses associated our real business pays money to the LLC to loss limitation rules. They have given us the with the entity that holds title and owner- cover the expenses associated with operat- Holy Grail, as I like to say. It is available for ship of the airplane. You have got to get ing the airplane. The IRS likes to twist this anyone and everyone. Large or small – it “rental” out of the mind of the agent and get around and say that the real business is doesn’t matter. All you have to know is that him or her thinking that it is just a business renting the airplane from the LLC. it’s out there for you to use and then operate asset owned in a separate business entity. That raises a big problem. Depreciation your airplane according to the directives of How does this benefit you? Read this is counted as an expense and, therefore, the revenue ruling. It is public information. revenue ruling very closely. Then oper- in the early years of ownership, usually Personally, I am convinced that not every ate your plane as close as possible to the manages to generate a tax loss. In general, IRS agent is familiar with this ruling. situation you are trying to follow. Maybe rental losses can only be claimed to reduce Here is what makes this revenue rul- you want your plane to be business asset rental income. So if you have no rental ing so beautiful. It literally sets up two or maybe you want it to be a rental asset. income, then the rental loss generally does separate cases or situations. Each of Maybe you operate your plane at a profit, you no good. When the IRS looks at one these cases rests on opposite ends of the and you need the airplane profits to cover business paying money to another busi- spectrum. Each situation is given its own other rental losses. Just make sure that you

TBM MAGAZINE 42 SUMMER 2016 Tax Talk consistently operate your plane according to tive that you do your planning well before The only secret is not knowing it’s out the guidelines of Revenue Ruling 2005-64. you ever hear from the IRS. You can’t there. Well, now you know. It is the Holy It is just about impossible for IRS agents to change a zebra’s strips or a leopard’s spots. Grail.. TBM go against their own agency’s ruling. Once done, then it is done. O. H. “Harry” Daniels Jr. is a CPA, a CFP certificant and a Revenue Ruling 2005-64 has two Does this really work in real life? Oh, certified valuation analyst. He is a partner with the firm of Duggan, Joiner & Co., Certified Public Accountants, distinct situations. In reality, you will have yes, most definitely, yes. I have personally and can be reached at 334 N.W. Third Ave., Ocala, FL shades of gray in the manner in which you been there, done that and walked away 34479, telephone 352-732-0171, fax 352-816-1370, email [email protected]. He has held his license as a operate your airplane. These hs ades of gray with a very happy taxpayer. private pilot since 1991. This article is available for reprint will be the deciding factors. It is impera- Remember, this is public information. upon request. Wright Aviation Services Arizona, California, Colorado and throughout the Western US Daher TBM Courses Initial Aircraft Personalize Your Training Annual Recurrent In Your Airplane Mentoring At Your Pace Our Instructors On Your Schedule Highly Experienced Professionals Accredited Master Instructors CONTACT US TODAY Syllabus - FITS FAA Accepted WrightAviation.net Insurance Approved 480-639-5817

TBM MAGAZINE 43 S UMMER 2016

MiPAD The biggest difference to you is going to be the screen. It has the same resolution as the previous iPad Air at 264 pixels per inch. This means that you can see small details on charts more clearly than on older iPads. The better color saturation also helps make charts and some diagrams easier to read, which can mean less time studying the display.

supplements, so for the new device to be meaningful, it also has to be more useful to you than whatever it’s replacing. To some extent, whether it’s worth it depends on what you’re going to use the iPad for in addition to supporting your activities while in flight. The biggest difference to you is going to be the screen. It has the same resolution as the previous iPad Air at 264 pixels per inch. This means that you can see small details on charts more clearly than on older iPads. The better color saturation also helps make charts and some diagrams easier to read, which can mean less time studying the display. Perhaps equally important, the new iPad The New 9.7-Inch iPad Pro appears to be able to reduce its minimum brightness well below the levels of older looks good for the cockpit iPads when you use the night vision fea- ture in the accessibility menus. Of course, The latest version of the iPad features a better screen, faster processor, a number of aviation-related apps will also new accessories and greater functionality. reduce the brightness of iPads, and those By Wayne Rash, Jr. will work fine on the new iPad Pro. Apple has incorporated a feature on When Apple released the iPad Pro late in ture. An Apple spokesperson told me that new iPads (and other Apple devices) called 2015, it looked like a natural for pilots the new display on this iPad Pro has 25 Night Shift, which changes the color with a dramatically improved and much percent better color saturation compared temperature of the screen to a warmer larger screen that was intended to run iPad to previous iPads, including the previous setting automatically at night. This will apps at full size in two adjacent windows. iPad Pro. make the blue glare normally associated It also came with a new dedicated key- There’s a WiFi and a cellular version of with screen use less of an issue, and it board and the Apple Pencil for drawing and the new iPad Pro, with the new radios im- may help shorten the time it takes to get making notes. proving the wireless performance of this your night vision back. I found that this Unfortunately, the iPad Pro was re- tablet. The new WiFi radio will support feature worked nicely when I tried it, but ally too large for a kneeboard and hard the newest – and fastest – WiFi standards it took awhile to get used to the resulting to handle in the tight confines of most and will work over longer distances than change in the colors of images that appear cockpits. This year, Apple released a new earlier iPads. The new cellular radios will on screen. version of the iPad Pro, this time with a handle virtually every wireless carrier in Other new features may not be particu- W9.7-inch screen, making it the same size as the world, and Apple’s new embedded larly useful in the cockpit, but may make other iPads but with the same benefits of SIM (subscriber information module) the new iPad Pro more valuable for activi- its larger sibling. comes with the ability to be automatically ties when you’re not flying. For example, This means that you get the capabili- connected to a vast array of global wire- the new iPad Pro comes with a set of con- ties of Apple’s A9X processor along with less carriers. nectors along the long edge of the tablet the M9 motion coprocessor, up to 256 On the other hand, the new 9.7-inch for connecting Apple’s Smart Keyboard. gigabytes of memory and 64-bit architec- iPad Pro costs more than the iPad Air it This keyboard attaches with a click using

TBM MAGAZINE 46 SUMMER 2016 Expert Flight Instruction & Consultation Services All courses are taught by Ron Cox. Ron has over 25 years experience in the advanced aviation training business. TBM TRAINING SPECIALIST TBM 700 • TBM 850 • TBM 900 INITIAL/REFRESHER COURSES • S.O.E. INSURANCE APPROVED Syllabus Includes: System, Avionics, Autopilot, Emergency Training Locations: KVRB, Mobile Onsite, Anywhere USA

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Left: Chris Crisman/TNC/LightHawk; Right: Lincoln Athas/WCC/LightHawk

TBM MAGAZINE 47 SUMMER 2016 MiPad I 9.7-Inch iPad Pro

magnets, and it requires no pairing or Overall, if you need to size as the previous iPad, which means other setup. Once there, you can use your replace your existing iPad your existing mount, covers and other iPad as a notebook computer although the accessories will work. This iPad has small size of the keyboard makes typing or if you need some of plenty of battery power and, while some tricky for some. the new features for the of that is devoted to supporting the This iPad also works with the Apple tablet you use for flying, faster speed and brighter display, my Pencil, which is a powered stylus that then the new 9.7-inch iPad experience is that the 9.7-inch iPad Pro works only with the 9.7-inch iPad Pro and Pro makes a lot of sense. would run a little longer on a charge the larger 12.9-inch iPad Pro. With the than an iPad Air. right software, the Pencil lets you annotate While it’s about $200 Overall, if you need to replace your documents, make drawings and use it as a more expensive than an existing iPad or if you need some of the precision pointing device. Unfortunately, equivalent iPad Air, it new features for the tablet you use for fly- none of the aviation-related apps I tried more than makes up for ing, then the new 9.7-inch iPad Pro makes would allow the use of the annotation or that in the overall utility of a lot of sense. While it’s about $200 more drawing features. While the use as a point- expensive than an equivalent iPad Air, it ing device can be handy, the Apple Pencil the device. more than makes up for that in the overall isn’t really suited for use away from a desk USB 3 Camera Adapter, which allows utility of the device. In short, since it has no pocket clip, no storage space connections to a variety of USB devices in it’s probably the best iPad on the tablet or keyboard, and no way to addition to cameras. The Camera Adapter Apple’s made so far. TBM keep if from rolling away. can be powered using an Apple power sup- Wayne Rash is based near Washington, D.C., where he Apple also included an SD card reader ply for devices that use a USB connection. works as bureau chief and senior columnist for eWEEK. He has been a that plugs into the tablet’s Lightening One nice thing about the 9.7-inch pilot since 1968. He can be reached Port, and what the company calls its iPad Pro is that it’s the same physical at [email protected]

TBM MAGAZINE 48 SUMMER 2016

SUMMER 2016

Horseshoe Bay. Be sure tot checkhkh the Bir d Talk lk schedule with the resort’s avian director. Should you need some liquid sustenance during your stay, check out the Messina-Hof Winery in nearby Fredericksburg, a family owned and oper- ated business stretching (treated to minimize slip- back six generations. Its FLY INTO HORSESHOE ping), eight hard courts, Lenoir grapes contribute two synthetic grass courts to the winery’s award- BAY FOR THE TOTAL and three of the first winning ports. ahead of your course — not just a green United States Tennis As- When you’re ready to PACKAGE arrival at fbo@ but an entire par-72 sociation courts designed settle in for the night, BY MICHELLE CARTER resortjetcenter. course. Located adjacent specifically for children tht e resort offers 249 f fly-in golf or tennis com, and they’ll have a to the hotel, this day-and- ages 10 and under. The guest rooms and suites in features prominently shuttle waiting to whisk night-use facility includes shallower base and the hotel with its tower I in your idea of a great you and your racquets or Dwarf Bermuda grass, sidelines are intended to and its floor-to-ceiling getaway, check out the off- clc ubs from the runway to rose gardens, a collec- help children learn tennis windows framing splendid ferings at Horseshoe Bay tht e fairway in no time. tion of exotic birds and concepts and strategies views of the lake and hill Resort right smack in the Horseshoe Bay Resort a scenic trail. Designed more quickly. country. If you’d prefer middle of Texas. at the edge of Lake LBJ like a regulation 18-hole But the lake is not to be a little more space, one-, You can put your ride in the Texas Hill Country golf course with fairways, denied. After all that land- twt o- and three-bedroom down on the lighted boasts four champi- bunkers, water hazards based exercise, the yacht vacation apartments 6,000-foot runway of onship golf courses, and the finest of putting club and marina beckon, with kitchen facilities and Horseshoe Bay’s Airport three designed by the surfaces, each shot is offering WaveRunners, balconies or patios can be and Jet Center (with ev- renowned Robert Trent played with a putter. water-ski and pontoon reserved as well. ery kind of FBO servicing, Jones. The newest ad- Tennis, an equal boats, paddleboards, kay- Horseshoe Bay is the including plenty of han- dition, the Whitewater, partner at Horseshoe aks and tubes. Boardwalk total resort package. You gar space). Email them feaf tures a one-of-a-kind Bay, provides exhibition vendors can outfit you can fly in, enjoy all the lightedl 18- hole putting courtsccourts forf such court with bait and tackle for amenities (ooh, did I men- luminaries as doubles fishing and, if you fancy tion the spa?) and fly out champs Mike and a romantic sunset cruise, — no need to rent a car! Bob Brian, Andy the Kingfisher Dock Roddick and Anna Camp will keep the kids IF YOU GO… Kournikova, who occupied and entertained. HORSESHOE BAY RESORT allso offer clinics They may want to 200 Hi Circle North fror m time to time. meem t the dozens of Horseshoe Bay, TX 78657 877.611.0112 Faacilities include exotic birds including HSBResort.com six red clay courts macaws and cockatoos at

TBM MAGAZINE 50 S UMMER 2016

returntofreedom.org and give them an idea of how RETURN TO FREEDOM much time you’ll have BY MICHELLE CARTER to spend. They can offer hikes into a California Live Oak forest where the wild burros spend their days. If you like, you can continue on to Jalama Beach for fish and chips. A one-bedroom cot- tage with a full kitchen is available for $250 a night on the RTF sanctuary for those who want a total immersion experience. Otherwise both Lompoc and San Luis Obispo offer thet full range of hospital- ity options. Fly into either KLMP (Lompoc) or KSLO (San Luis Obispo) where you can pick up a rental car and start your adventure, which will be incom- plete if you don’t squueeze in some of thee best winetast- ing in California. Santa Ynez Valley chardonnays are world-renowned. The quirky towns of Solvang and ild horses Los Olivos are running free acres in San Luis nearby destina- W on a open ObiOObispo, provides a free hikes into a California tions of their own or range create one of those range for close to 400 than welcome to roll Live Oak forest where the youy could co fill out your romantic images of the wild horses and burros. upu their sleeves, jump wild burros spend their stay with a mission tour American west that belong Most have been rescued on the feed truck and days. If you like, you can including Mission La to a simpler day, but you from the shrinking open help the staff throw continue on to Jalama Purisima. can still get a front-row sps ace of America’s West. hay to more than 150 Beach for fish and chips But start with the seat to that piece of the Although sanctu- mustangs at the Lompoc at sunset. horses. They’ll grab your history of the west at ary and rescue are the site,” deMayo said. Photo safaris are heart and your passion. the Return to Freedom primary focus of Return Or you can spend an another option. A profes- sanctuary on the central to Freedom, education entire afternoon on a sional photographer IF YOU GO… California coast. is high on deMayo’s Wild Horse Walk, “learn- familiar with the sanctu- RETURN TO FREEDOM WILD Nearly 20 years ago, aga enda. She opens the ing directly from wild ary will lead you into the HORSE SANCTUARY P.O. Box 926 former Hollywood cos- two locations to guided horses,” she added. You’ll hills to meet the wild Lompoc CA 93438 tume designer and stylist visits for individuals or be invited to deepen herds. “Capture the early 805-737-9246 Neda deMayo launched small groups. Guests are your understanding of morning or afternoon ReturntoFreedom.org LOMPOC AIRPORT (KLMP) Return to Freedom on invited to photograph natural horse behavior light, and the unique herd CityofLompoc.com/transit/ 300 acres in northern the diverse strains of the and herd social dynamics relationships.” airport 805-875-8268 Santa Barbara County. American mustang living and get acquainted with The degree of your sub- San Luis Obispo Regional Now the sanctuary, in natural family “bands” wild horse management mem rsion into Return to Airport (KSLO) 903 Airport Dr. Suite 5 spread over two sites in and meet the “ambassa- policy, new research and Freedom is pretty much San Luis Obispo, CA 93401 Lompoc and 90 minutes dod r” horses. other preservation issues. up to you. Email the 805-781-5205 north on 2,000 additional “Visitors are more RTF can also offer sanctuary staff at visit@ SLOAirport.com

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mem nted in 1852. But Sutter Creek isn’t alla history and sight- seeing. Main Street is home to the tasting rooms of many of Ama- dor County’s finest win- eries. The local vintners group boasts 50-plus small, family labels that produce award-winning zinfandels, barberas and sauvignon blancs. GATHER SOME GOLDEN The warm summer days and nights lend them- MEMORIES IN SUTTER CREEK selves to a calendar BY MICHELLE CARTER packed with wine- at Sutter’s Mill and has Stops on Gabby’s muh-KULL-emy) River centric events in picnic eady to soak been serving guests for tout rs include the canyon. An authentic groves, amphitheaters up the history 40 years. With 17 guest Kennedy Mine Tailing mining camp where the and decks throughout R of California’s rooms, it’s sometimes Wheels, an engineer- hard labor of panning, the region. Gold Rush and put described as California’s ing marvel of the 19th sluicing, dredging and The Gold Country boots on the ground in first B&B. Century, and Indian dry washing produced pace is slower and less a largely untraveled and For total immer- Grinding Rock State small fortunes sits at the hectic than it was for decidedly relaxed corner sion in the Mother Park, which preserves a confluence of three forks the Forty Niners, but of the state? Lode, start with one of massive outcropping of of the river. The spot no less rewarding Set your GPS for Gabby’s Historic Gold marble-ized limestone remains so isolated that Amador County Airport Rush tours. Gabby, with some 1,185 mortar you can see fish in the IF YOU GO… (KJAQ) in Jackson, Ca- a retired elementary holes used for grinding pristine water as it pours AMADOR COUNTY AIRPORT lif., 45 miles southeast school teacher, has been acorns — the largest col- over waterfalls and (KJAQ) of Sacramento. Pick up a gathering tales (oc- lection of bedrock mor- through natural rock 12380 Airport Road Jackson CA 95642 rental car (or call Hang- casionally true) of the tars in North America. formations 40 feet high. 209.223.2376 town Taxi) and head to region and its characters You’ll tiptoe through Bring your suits to enjoy Co.Amador.ca.us/depart- ments/airport Sutter Creek, a 10-min- fof r most of his adult life. locall cemeteries and a secluded swimming SUTTER CREEK INN ute drive along Highway HeH will lead you on walkk- listen to the stories of hole as well as your fish- 75 Main Street 88. You can take your ing tours of Sutter Creek Gold Country pioneers ing gear! Sutter Creek CA 95685 209.267.5606 pick of classic lodging, and Jackson, explain and first families. You don’t want to SutterCreekInn.com but your best bet is the how the Sierra Nevada Once Gabby has miss Calaveras Big Tree GABBY’S HISTORIC GOLD Sutter Creek Inn on range was formed and whet your appetite for State Park where you RUSH TOURS P.O. Box 92 Main Street (historic how gold ore happened local lore, you’ll want will see the North Grove Pine Grove CA 95665 Highway 49 through to turn up in their layers to spend some time at of giant Sequoias, which 209.304.0892 GabbysGoldRushTours.com the Gold Country). It of granite. And he can Roaring Camp Min- includes the Discovery HANGTOWN TAXI was built shortly after teach you to pan for the ing Co. in the Moke- Tree, one of the first 530.748.8294 the discovery of gold precious metal yourself. lumne (pronounced Sierra redwoods docu-

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