­FOR THE PILOTS OF OWNER-FLOWN, CABIN-CLASS AIRCRAFT DECEMBER 2016 $3.95 US VOLUME 20 NUMBER 12

Flying The Cessna Grand Caravan EX Long Armed Copilot Navigating By Radar

Contents DECEMBER 2016 • VOL. 20, NO. 12

EDITOR FEATURES LeRoy Cook

EDITORIAL OFFICE 2 Editorial 2779 Aero Park Drive Traverse City, MI 49686 The Numbers Game Phone: (660) 679-5650 E-mail: [email protected] 4 Flying Cessna’s Grand Caravan EX PUBLISHERS J. Scott Lizenby Versatility In A More Powerful Package Dave Moore 4 PRESIDENT Dave Moore 10 Using Radar To Fly To Buenos Aires

CFO What Ever Happened To Airmanship? J. Scott Lizenby – Captain Guillermo Rubino

PRODUCTION MANAGER Mike Revard 14 The 61.55 Currency Ride PUBLICATIONS DIRECTOR Jake Smith – Kevin Ware

GRAPHIC DESIGN 10 Michael McCatty 16 NBAA BACE Wrapup Report ADVERTISING DIRECTOR John Shoemaker Twin & Turbine From The Flight Deckt 2779 Aero Park Drive Traverse City, MI 49686 20 Let It Snow Phone: 1-800-773-7798 Fax: (231) 946-9588 – Kevin R. Dingman [email protected]

REPRINT SALES DIRECTOR Twin Proficiency 14 MEDIA COORDINATOR ADVERTISING ADMINISTRATIVE 22 Missed Approach: First 400 Feet ASSISTANT Betsy Beaudoin – Thomas P. Turner Phone: 1-800-773-7798 [email protected]

SUBSCRIBER SERVICES 26 En Route: Rhonda Kelly CenTex Announces Halo 275 STC Diane Chauvin Cessna Celebrates 5000th Light Jet Jamie Wilson Cessna Flies Its Citation Longitude Molly Costilo ® P.O. Box 968 Signature Technicair Offers ADS-B Compliance 16 Traverse City, MI 49685 Garmin’s G5000 Upgrade for Citation Excel/XLS 1-800-447-7367 32 On Final COVER PHOTO Photo courtesy of First Time Flyer Textron Aviation – David Miller TWIN & TURBINE WEBSITE www.twinandturbine.com­­

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Twin & Turbine (ISSN 1945-6514), USPS 24432 is published monthly by Village Press, Inc. with advertising offices located at 2779 Aero Park Drive, Traverse City, Michigan 49686. Telephone (231) 946-3712. Printed in the United States of America. All rights reserved. Copyright 2016, Village Press, Inc. Periodical Postage Paid at Traverse City, MI. SUBSCRIPTIONS: Twin & Turbine is distributed at no charge to all registered owners of cabin-class aircraft. The mailing list is updated monthly. All others may subscribe by writing to: Twin & Turbine, P.O. Box 968, Traverse City, MI 49685, or by calling 1-800-447-7367. Rates for the United States and its possessions follow: one year $29.95; two years $52.50. Canadian subscriptions are $15 per year additional, including GST tax. Overseas subscriptions are $30 per year additional, U.S. funds. Single copies $3.95. ADVERTISING: Advertising in Twin & Turbine does not necessarily imply endorsement. Queries, questions, and requests for media kits should be directed to the Advertising Director, Twin & Turbine, P.O. Box 968, Traverse City, Michigan 49685. Telephone 1-800-773-7798. Website: www.twinandturbine.com. MANUSCRIPTS: Twin & Turbine assumes no responsibility for unsolicited manuscripts, photographs, or art work. While unsolicited submissions are welcome, it is best to query first and ask for our Writer’s Guidelines. All unassigned submissions must be accompanied by return postage. Address queries and requests for Writer’sGuidelines to the editor. POSTMASTER: Send address changes and inquiries to Twin & Turbine, Village Press, Inc., P.O. Box 968, Traverse City, MI 49685. DECEMBER 2016 ­TWIN & TURBINE • 1­ editor’sbriefing

The Numbers Game

ow good are you at sense?” I would respond, driving home, hopefully, the need to playing the numbers always verify results with common sense. game, when flying? H We’ve all probably had the experience of being handed off Like most pilots, you probably have with an arrival vector that was obviously wrong, because we some number-crunching aids to were going to a different airport than the one the controller apply in common situations. You had in mind. All the FMS and ATC computers in the world know, like so-many pounds of fuel won’t keep us on the right track if the wrong data is entered for the first hour and so-many for at the beginning. GIGO (“garbage in, garbage out”) was the old each hour after, during cruise flight. programming admonition, and it’s still true. Computers are great Or, tripling the thousands to be lost at keeping track of numbers, and humans aren’t. But humans can to get the distance required to make a crossing restriction. For analyze, based on experience and desired outcome, something a reciprocal heading or runway direction, add two hundred and computers lack. take away twenty, or vice versa. We all have these little aids in our toolbox. That’s not to say we want to abandon the convenience of immediate arrival fuel-remaining readouts or automatic Advent Aircraft Systems Inc. Making the numbers come out right is both useful and V-speed calculations. But with great capability comes greater satisfying, but we have to be careful to stay on top of our game, responsibility; we can now get the wrong answer much faster, Full Page or we’ll transpose and transgress. One of the worst offenders is if we don’t watch the inputs. That’s why I’ll never give up the mixing up altitudes and headings, like being cleared to fly “two- 4/C Ad TLAR (That Looks About Right) method, which beats the WAG one-zero until reaching Flight Level one-eight-zero”, and then (Wildly-Applied Guess). flipping the clearance to fly 180 to FL210. I even transposed a frequency and transponder code the other day. * * * * *

When it comes to loading calculations, I like to round up to When I joined Twin & Turbine Magazine as Editor five years get things even; empty weight plus max fuel gives us 1,000 ago, it was with the understanding that I would stand down if pounds for the cabin, plus a little cushion. That sort of thing. The a more worthy replacement could someday be found. That day problem is, I fly more than one airplane, and I can forget which has arrived; after this issue, I’ll no longer be your editor. The one is heavier and which one is lighter. Numbers only work if good news is, we are fortunate to have former editor Dianne you have the right numbers. White coming back, effective with the January issue. Dianne knows the territory, from her past experience in this chair, and Nevertheless, I like to work the numbers, both to understand will be exactly what the magazine needs. what the outcome of a given situation will be, and to verify what the computer is telling me. It’s important to keep your brain I leave with an accumulation of fond memories and a lot of in the loop, rather than blindly accept a readout that can’t be friendships I hope to keep. Be careful out there. logical. Back in the day of the E-6B whiz-wheel, it was common LeRoy Cook for students to reverse the miles and time rings and tell me it would take two hours to fly a 90-mile trip. “Now, does that make

2 • ­TWIN & TURBINE DECEMBER 2016 Advent Aircraft Systems Inc.

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DECEMBER 2016 ­TWIN & TURBINE • 3­ Flying the GraGrandnd Caravan EX Putting The Extra In The Cessna Caravan by LeRoy Cook

ore horsepower is the answer to a lot of aviation changes over the years. First, of course, was the shortcomings. The venerable Cessna Caravan, lengthened fuselage of the windowless Federal Express Mafter 30-plus years in production, has grown cargo van, then the boost to 675 shp, initially in the into a dependable workhorse, seen all over the world in longer Grand Caravan, then in both models. The Wipline utilitarian roles. But there’s always a desire for a little amphibious floats transformed the Caravan into a fine more…payload, climb, takeoff capability…the usual list. waterplane, and the Garmin G1000 instrument panel brought the stodgy steam-gauge front office into the As with any good airplane, there are always going modern age. And Yingling Aviation’s Oasis executive to be aftermarket add-ons to satisfy such desires. And interior has created a posh environment for owners who such has been the case for the Caravan. Meanwhile, don’t intend to go roughing it. Textron Aviation’s Cessna division could see the need At this point, you can have your Caravan just about for a further power upgrade for its stretched Caravan any way you want it. The short-cabin Caravan 675 208B, which had already gone from 600 shp to 675 shp remains in the product line, if 340 cubic feet of cabin with the PT6A-114 engines. This time, they added nearly cargo space isn’t required, but the longer Grand Caravan 200 more horses, dropping in a PT6A-140 that churns is popular for its ability to handle a combination of up 867 shp. The result is the Grand Caravan EX. passengers and cargo. Now, if you think you know Caravans, the sturdy Prior to NBAA BACE 2016, we were given an invitation servants of package hauling, bush flying, tourist trips, to come to the Wichita, Kansas factory to sample the skydiving drop zones and seaplane operators, be aware Grand Caravan EX, with its latest appointments. After that the old 208 has gone through several generational waiting out some late-summer thundershowers, which

4 • ­TWIN & TURBINE DECEMBER 2016 Flying the GraGrandnd Caravan EX Putting The Extra In The Cessna Caravan by LeRoy Cook

gave us a chance to reacquaint ourselves with the 208B wingroot; the smaller 208 has the wing leading edge in the shelter of its hangar, the skies broke open with in that location. And there are seven side windows the beautiful Midwestern blue we had been promised. instead of five, thanks to four feet of extra fuselage length. A big plane needs a big powerplant, of course, As Jon Grief, demonstration pilot and training and turbine power is the answer for needs of more than specialist, showed us around the big turboprop, we were 350 horsepower or so. The Pratt & Whitney Canada reminded of both its size and its simplicity. For all its PT6A was the choice from very beginning; the 867-shp bulk, it’s still a strut-braced high-wing fixed-gear single, engine in the Grand Caravan EX takes up no more room like its smaller siblings in the Cessna line. When Cessna than the earlier engines, and it allows the gross weight laid down the lines for the Caravan, it already knew a to grow to 8,807 pounds, a slight increase over the old lot about making utility airplanes. Fixed gear is more 208B to preserve useful load. rugged than retractable wheels, and keeping the wing out of the way of loading and obstructions is important. There are a few changes under the cowling with the new –140 engine; the fuel filter bypass indicator is now Cessna just scaled up the 206, for the most part. checked on the right side of the engine, rather than To differentiate the 208B from the original Caravan, the left. The old messy EPA can, mandated to catch look for a bulge above the cockpit door, forward of the the small spurt of unburned Jet-A at shutdown, is gone,

DECEMBER 2016 ­TWIN & TURBINE • 5­ replaced by a recycle system that simply burns the SPECIFICATIONS leftover fuel at the next start-up. And because our demo Cessna Grand Caravan EX bird had the optional 300-amp generator (in addition to 2016 base price $2,527,900 a standby alternator) there was extra ductwork to cool Powerplant Pratt & Whitney the big dynamo. Canada PT6A- 140, 867 shp There’s a lot of thought in the Caravan’s design, oriented toward keeping it running out in the field. Seats 10-14 The lead-acid battery is easily serviced, or removed, Fuel 339.1 gal. by swiveling it away from the firewall on its mounting. Performance The hinged cowling halves prop up to keep them off Certified ceiling 25,000 ft. your noggin, and the cockpit doors have restraint rods Max. cruise speed 195 kts to hold them from banging forward in the wind while Stall speed 61 kts you’re working under the hood up front. The ignition Takeoff distance (50 ft. obstacle) 2,160 ft. exciter box is vital for starting, so an extra unit can be Landing distance (50 ft. obstacle) 1,871 ft. carried on a mount provided beside the primary box; all Max. range (w/reserve) 1,125 n.mi. you have to do is switch three Cannon plugs to get home. Climb rate-sea level 1,330 fpm The massive three-blade Hartzell propeller has a Weights diameter of 106 inches, with plenty of ground clearance; Ramp 8,842 lb a four-blade McCauley Blackmac prop is an option. MTOW 8,807 lb The well-braced nosegear is mounted right behind the Landing 8,500 lb propeller disc to protect the prop when negotiating Empty, std. 4,558 lb dips in rough ground. The demonstrator’s maingear, Empty, as tested 5,394 lb which flexes on long maintenance-free springs, was Useful load, std. 4,284 lb fitted with the optional 29 x 11-10 high-floatation tires Useful load, as tested 3,348 lb in place of the standard 8.50 x 10 tires. For all its off- road capability, the subject airplane was equipped with Dimensions a vapor-cycle air-conditioning system, very welcome in Wingspan 52.83 ft. the tropics. Heating is provided by warm compressor Height 8.17 ft. bleed air, modulated by a heat exchanger. Length 41.58 ft. Cabin length 21.33 ft. Fuel is carried in integral tanks in the wings, all 335 Cabin width 5.17 ft. usable gallons of it. It’s usually burned simultaneously, Cabin height 4.25 ft. Information: www.txtav.com

6 • ­TWIN & TURBINE DECEMBER 2016 but individual valves allow one side to be shut off for parking or balancing. For the floatplane kit, inboard fuel fillers are provided to facilitate more convenient dockside refueling, reducing fuel capacity to 240 gallons. For a single, the airplane casts a large shadow. The 280 square feet of wing area spans a tad over 52 feet; even the horizontal tail is 20 ½ feet wide. The rudder tip is just over 15 feet above the ground. Without its typical cargo pod under the belly, the Grand Caravan EX has a greyhound look on the ramp. Most operators will want the pod’s four bins of extra space. The demonstrator aircraft had the TKS Luma Technologies anti-icing system installed, with a 20-gallon tank of fluid installed in the second pod compartment; the Half Page tank is anchored to the fuselage structure, not the pod floor, and 4/C Ad two pumps are installed to make sure the fluid is available when needed. About 3.4 hours of dispersal is provided in “normal” mode, with a full tank. The massive wing has pitot/ static masts on both sides, with two landing/taxi lights per side, and an optional weather radar pod goes on the right leading edge. To keep the stall speed in landing configuration from exceeding the 61-knots of Part 23 certification, extra-wide Fowler- type flaps are installed, with vortex generators molded into a rubber strip on the outboard section, aft of the roll-control spoilers, and an added Gurney strip keeps airflow attached at the trailing edge. The wing’s upper surface has a row of vortex generators behind the leading edge. The ailerons alone are not sufficient for control at low Rocky Mountain Propellers Inc. speed, even with servo tabs, so a spoiler actuates with up aileron travel. Trim is provided on the right Sixth Page aileron, the rudder is trimmable and both elevators have trim tabs. B/W Ad To enhance pitch control, vortex generators are on the horizontal stabilizer. An external rudder lock handle, transplanted from the twin

DECEMBER 2016 ­TWIN & TURBINE • 7­ Cessnas, lifts up to secure the rudder when parked; if given the back-country utility mission, where bulletproof not released, up elevator travel disconnects the lock. reliability is paramount. Dual AHRS (attitude and heading reference system) and air data computers are installed, Given the chest-high cabin floor, the obvious question and we had terrain, traffic and Safe Taxi available, along is “how do you get in?” The Caravan opens up like a with dual audio panels to avoid reaching across. utility knife kit; passengers climb aboard via a two-piece three-step airstair on the aft right side of the fuselage, Firing up is typical PT6A procedure, except the cargo is loaded through a huge 50-inch opening on the generator comes on line automatically when the starter left side, the lower door hinged to fold flat for uninhibited is turned off. Fuel boost on, we lifted the start toggle access, and two crew doors up front allow pilots to enter and observed 12% Ng before going to low idle with the even with the cabin stuffed full. Agility is a prerequisite; condition lever. After accelerating to 52% Ng the starter boarding ladders fold down to facilitate the ascent. Rain was moved to off and avionics came on. Moving out of gutters are installed above all the doors. the ramp requires attention to the plane’s size, even if it’s a high-wing single. The big engine powered us along Once Jon and I were ensconced, I raised my gangplank in taxi with little urging, and some restraint from Beta, (er, ladder) to secure the door. The cockpit, like or even reverse, was helpful. There’s a lot of throw in everything else about the airplane, is big; the three the hefty rudder pedals; the Caravan can swing around G1000 displays hardly make a dent in the panel space in under 33 feet, if persuaded. and there’s enough room to slip aft between the seats. Looking behind, the double-club seating arrangement Pretakeoff checks included a test of the overspeed in our aircraft was only one of the possible interior governor at 1,750 prop rpm and unlocking and deploying arrangements (only the two crew seats are standard the manual inertial separator handle at 400 ft/lb torque equipment). U.S. Part 23 regulations only permit nine to make sure it works. That’s about it; the G1000 already passenger seats, but up to fourteen total seats are often had our flight plan to Wellington, Kansas, south of ICT. ordered by export customers, utilizing an aft bench. Flaps are normally set to “approach” for takeoff; earlier Caravans had detents for 10, 20 and 30-degree positions, The spacious cockpit has a waterfall of circuit breakers but the EX was simplified to “app” and “full”, the 20 on the left sidewall and panel, with starting and electrical and 30-degree points. Naturally, you can select any switches nearby. The overhead is used only for fuel mid-position you desire. valves, loadmeters and rheostats, oxygen controls and a control lever for the standby flap motor, in case the Redline power is 2,347 ft/lbs., so moving the power- primary motor goes out. The center pedestal has trim lever to about 2,200 was sufficient. Takeoff weight was wheels, the flap switch, throttle, prop and condition just under 8,000 lbs. There’s no need to delay liftoff, initiated at 74 knots. Flaps came up at 95 knots and levers, and a manual fuel control lever for emergency Vy is 108 knots. The EX climbed out at 1,500 fpm; for operation—everything except a landing gear handle. quietness, climb procedure normally reduces prop rpm Reliable mechanical standby instruments are arrayed to 1,800 rpm, from the 2,000 rpm takeoff setting. above the power quadrant. Panel vents are fed by air There was no reason to climb high for the short inlets on the forward fuselage, while the cabin’s overhead run to Wellington; we leveled at 4,500 feet. Reducing system is supplied by vents at the top of the wing struts. prop rpm to 1,600 brought the torque up to 2,145 The big single exhaust diverts soot and gases away from ft./lbs., with a profligate fuel flow of 420 pph; most the cabin. Caravan flights are carried out at 10,000 feet or so, The Garmin G1000 flight deck, with the GFC-700 where fuel consumption is reduced to about 360 pph. autopilot, remains Textron’s choice for the Caravan, The IAS settled on 157 knots, for a TAS of 170; without

8 • ­TWIN & TURBINE DECEMBER 2016 the belly pod, the EX will pick up another 10 knots. Prior to landing, we conducted some handling checks, finding the big Caravan somewhat ponderous at cruise, which makes it a stable platform. Slowed down to pattern speeds, it lightens up considerably; however, the big pitch trim wheel must be spun when flaps are extended, which soon becomes an automatic reflex after moving the flap lever. A clean-configuration stall warning came on at 75 knots, breaking gently at 70; with full flaps, the warning came on at 65 knots and a little more enthusiastic break occurred at an amazing 55 knots. The TCAS system warned us Stallion51 of inbound traffic, unseen but well announced. About 400 ft/lbs. Half Page slowed us to pattern speed and we came down the slot to the runway 4/C Ad at 85 knots, finding the surface a little earlier than we thought, with the wheels far below the cockpit. Turnoff came in about 1,200 feet, with generous reverse thrust. Jon then suggested a short-field circuit, in which case we climbed out at a steep 86-knot Vx, easily achieving pattern altitude by runway end. This time, we approached at 80 knots, plunking the EX right on the numbers. After sufficient enjoyment, we headed back to Wichita’s Eisenhower airport, where a “short approach” was requested, a good opportunity to see how the Grand Caravan EX fits in with fast traffic. Carrying 150 knots so we could extend approach flaps when desired, we steamed around onto final with 125 knots, the full flaps limit, and bled off speed to make the first exit. No problem. The powerful Grand Caravan Peter Schiff Aero Inc. EX is exactly what a lot of long- body Caravan operators have Sixth Page been looking for. It preserves the short-field capability of the other B/W Ad 208’s, but can deal more success- fully with high-and-hot conditions. And its friendly manners haven’t changed.•T&T DECEMBER 2016 ­TWIN & TURBINE • 9­ Whatever Happened to Airmanship? Today’s pilots often place algorithims ahead of the raw data

ore and more pilots today are relying almost is from the south. Since I’m above FL300 over the blindly on an array of information fed to them Caribbean, why do I care? It’s just for the 6-million- Mby a computer. What is presented to them, to-1 chance that I might have to ditch. It has happened after being massaged by an algorithm, they accept; you know. It’s not something I worry about, but just information from raw nature is not analyzed as it used to something called playing the “What If?” game. Should be years ago. The FAA warned us about that shortcoming that once in 6-million-to-1 chance occur, by knowing 25 years ago inAC 60-22. Look it up. what the surface wind is doing I am prepared to react calmly, rather than in a panic of not knowing what to do. The short of it is, you cannot dispatch a long-haul flight with only TAFs, NOTAMs, Weather Depiction and wind Between KOVAB and MORGI, right of course, there aloft charts, and some satellite pictures. Didn’t you ask is a string of echoes. There are no islands in that area for the area forecasts, SIGMETs, turbulence, icing, high so it must be a string of storm cells. Abeam of BAQ, to ice water content, and lightning charts? What do you the left, there is another green something at around know about the geography of the area over which you’ll 200 nm. This one is particularly hard to say whether be flying? Some time ago, I asked a colleague from a it’s storm or terrain...except that in flying over the area well-known international airline about his weather radar. many times before I know that land is a bit farther away. Basically, I wanted to know his make and model, and It must be weather. he couldn’t answer that simple question, nor could his Note that in this photo other crewmembers. “As long as I see some colors on I have TILT at -2º (upper the screen, I’ll avoid them”, he said. No mention of using right corner). I have three airborne weather radar as a crosscheck on navigation reasons: (a) as altitude or its value in maintaining situational awareness and increases, storms over the separating terrain features from thunderstorms. sea lose reflectivity faster You may say I’m an old fashioned pilot that never got than over land, so if you used to “new technologies”. You would be wrong. I like want to see them in their new gadgetry, but I always check it against other sources. true reflectivity, TILT has Let me explain; this example comes from my last flight, to be set a bit lower, and non-stop from Miami to BuenosAires. (b) since my antenna has a 3.5º beam, I know from Of course, during the preflight briefing I used all long experience that everything coming into the 30 NM the information I had at hand, including the charts ring should be avoided to prevent an encounter with a already described. CAT Bubble, and, lastly, (c) with that TILT selection in flight above FL290 the ground is painted from about 80 South To Buenos Aires nm and, therefore, because of the looking-down angle, The flight was quiet until south of Jamaica. Then, far any echo inside 80 nm must be a tall thunderstorm or in the distance some a very tall mountain. lightning was seen; See the dent on the left? That’s Santa Marta Bay, first, some with a red which makes it clear to me the echoes just to its left are tone, then turning thunderstorms. There are whitish. We were at no mountains in that area. FL330 over OTAMO, the exit point from We flew a bit farther Jamaica. Note in this south, 40 nm, until we photo the scatter of started our deviation little echoes off to the between KOVAB and left. That’s sea clutter MORGI after the storms on and it indicates to the west side of Santa Marta me the surface wind Bay started to fade away.

10 • ­TWIN & TURBINE DECEMBER 2016 Whatever Happened to Airmanship? by Captain Guillermo Rubino

Nevertheless, we decided to steer well clear of them; we remember, green means the chance I may encounter didn’t want to get trapped by a terrible “CAT Bubble”. light turbulence is 100%, moderate between 5 and 20%, and severe almost NIL. But those chances are dependent Abeam BAQ I circled in white (in photo 6) a small on the highest color in the echo. Meaning, if there is green echo. Any idea of what it is? That’s the Route any red, stay away from the ENTIRE echo, yellows 90 causeway that ties Barranquilla with Cienaga and and greens as well as the red! (So said thunderstorm points farther east. scientist Jean T. Lee; do you remember him from the After flying 37 nm closer, another green appeared at “Rough Rider” project?). the far end of the screen, right on our track at 240 nm, Note the green echo and the ones in the BAQ area seemed to be stronger and beginning at 25 nm over on extending to the right (both the left and by the wind arrow marked in red). To the left, down in the lower left corner. abeam BAQ, there are other Careful scientific research has greens (white arrow). Those shown that lightning is most are a mixture of ground and likely lurking in that green clouds. That’s the Sierra de stratus cloud downwind of the Santa Marta area. storm. Stay away from it if at Farther south, the picture all possible. became clearer. Shall we go After passing CTG left or right of course? Can (Cartagena) we decided it was we safely fly the gap between time to get back on course and BAQ and echoes to its left? a direct to LET (Leticia) was Although a left deviation requested. This is an interesting through that gap may have picture in which I marked two been shorter, swinging right shadows; “C” and “D”. Can you around CTG offered a clearer tell which one is produced by a path so we went right. But, storm and which one not? Once for ATC reasons, we had to again, geography knowledge wait until passing MORGI to gave me a helping hand. “D” begin the deviation. is pretty simple; the shadow As we progressed south, extends straight out from my we saw that nice shadow, radar as a radial. That’s a radar marked with a white “A”, shadow behind a weak little cast by the storms to the echo. But the shadow at “C” left at about 120 nm. But the shape is different. It’s slanted question now is, why we do across the display at odds to the not have ground clutter in expected radial, therefore it’s not a radar shadow, it’s the area marked with a “B”? a terrain feature. In this case, it’s the Magdalena River To answer that you have to Valley. Again, I recognize it from my knowledge know some geography. There of geography. is only water there. What we By the way, note that the beam is scanning the ground see is somewhat hilly terrain from 80 nm outward. That’s the “Parked” position for ahead, then shoreline and TILT. It’s where TILT should always be if you aren’t finally water to the right. doing something else with it. Why? As mentioned earlier, With TILT still at -2º, it is with the ground being scanned from 80 nm outward, perfectly clear that we had any echo that intrudes inside that 80 nm range has to to avoid the green area to be very tall, because of the downward-looking angle. the left of our course. Just Therefore, it’s a tall thunderstorm.

DECEMBER 2016 ­TWIN & TURBINE • 11­ around Cbs. It’s called “Airmanship” or more exactly “SuperiorAirmanship”. I wasn’t born with it; I accumulated it by paying attention to what I see out the windshield and comparing that to my radar. That doesn’t take as long as you might suppose. It’s just practicing good airmanship. Here is a nice definition, taken from Skybrary (http://www.skybrary.aero/ index.php/Airmanship): “Airmanship is the consistent use of good judgment and well-developed skills to accomplish flight objectives. This consistency is founded on a cornerstone of uncompromising flight discipline and is developed through systematic skill acquisition and proficiency. So, how about the reds you see on the left? Can you A high state of situational awareness completes identify any of those features that will allow you to the airmanship picture and is obtained through catalog it as a dangerous line of storms? knowledge of one’s self, aircraft, environment, team It is very important to note that we were flying over and risk.” an area covered by oceans, swamps and lakes. There is Maybe you have one of those new fancy radars, fully plenty of water to feed many, many storms. From then automatic, and you think you don’t have to worry about on, our flight to BuenosAires was just a piece of cake; anything except how to switch it on and avoid the red. clear sky, no fogs. Let me tell you, that’s a mistake, and woe to you and Details Matter your passengers. I’m telling you how I dealt with these storms Finally, here’s a photo of the BuenosAires sky at dawn because I have seen too many pilots flying without at the end of another safe, relaxing flight, thanks mostly paying proper attention to those details - details that to knowledge of geography and use of radar to verify, Better Life Carolinas will make a big difference when it comes to dribbling verify, verify.•T&T Full Page

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12 • ­TWIN & TURBINE DECEMBER 2016 Better Life Carolinas

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DECEMBER 2016 ­TWIN & TURBINE • 13­ The 61.55 Currency Ride With A “Long Armed” PNF By Kevin Ware

e are eastbound out of BVS, just north of Seattle, FAR 61.55 is the applicable regulation dealing with headed for Spokane (GEG) on our way to FL currency in jet aircraft for those planning to fly as SIC W450 in a Lear 40, with the airplane very light (second in command), and it can be used even by pilots and climbing at over 4,000 feet per minute through already type rated in the aircraft. It is almost an FAR 17,000. Just for the experience, I have been hand flying oddity, in that it only requires you to do four relatively since takeoff, and I am trying to be on top of my game, simple things annually in order to be current: since we are using this flight as an update for my soon- 1. Review and be familiar with operational information to-expire “61.55” currency. Fifteen seconds later, we specific to the aircraft. shoot through FL 180 doing nearly 60 mph in the vertical 2. Complete three takeoff and landings to a full stop as and, consistent with the recommended cockpit resource sole manipulator of the controls. management (CRM) procedure, I ask TL, the pilot not flying (PNF) sitting to my right, for that checklist. 3. Demonstrate engine-out procedures while executing the duties of PIC. Unlike airline or Part 121 operations, where, by 4. Demonstrate that you have had crew resource necessity, all pilot actions are very standardized, in Part management (CRM) training. 91 flying there’s a lot of individuality in how flight crews work together. On this flight, I am fortunate to have TL The really nice part is that, if you are still legal, as the PNF, but he’s also conducting my 61.55 checkride. all of this can be done while the airplane is on a trip TL is regarded within our pilot group as someone who somewhere, which vastly reduces the cost. The needed knows a Lear 40 absolutely cold, and when acting as logbook endorsement can also be signed by a “qualified PNF he just takes care of whatever needs to be done with management official” within the company, as opposed every switch, dial or lever in the cockpit, regardless of to a designated pilot examiner (DPE). On this trip, TL is its location, as soon as the situation dictates. For this the “qualified official”, and although characteristically reason, he is sometimes referred to as “Long Arm Lewis”. “long armed” and helpful, he is taking pains to see that we follow the requirements of FAR 61.55 to the letter. All this being the case, as soon as I request the FL 180 checklist, there materializes into my line of vision In spite of being cleared to FL450, I decide, given a long arm covered by a brown shirt sleeve, reaching our proximity to GEG, that we might as well level off at way across the panel to manipulate the required knobs FL320. We inform the Seattle Center controller of this, on the left side. All I have to do is sit there with my left and he responds by clearing us directly to Spokane. TL hand loosely on the control wheel, taking an occasional is punching the FMS buttons even while the controller jab at the trim switch to keep our airspeed at 275 knots. is still speaking, hits “direct”, looks at me briefly until Some pilots resent all the extra help, but not me. My I nod, then pushes the NAV button on the autopilot take on CRM is that I should happily use all resources panel, which starts the airplane on a 20-degree turn available, particularly when on a FAR 61.55 check ride direct toward the airport. Since we are still at FL 320, in an airplane I have not flown for a while. I begin thinking about heading down, but find the PNF

14 • ­TWIN & TURBINE DECEMBER 2016 is already ahead of me, with the ATIS frequency dialed belonging to the runways on Boeing Field. The controller in, and the VNAV display already up on the FMS. GEG informs us to expect a visual approach to runway 31L, is clear, but has changed its runway to 3 from 21, the which, even after a fair amount of visual groping in the one I had initially programmed. More prompt button sea of lights below us, we just can’t make out. So I just pushing by my long-armed PNF, and we are quickly set turn inbound when the needle centers on the ILS that up for the ILS to 3. However, a few minutes later, I can “long arm” has conveniently already set up. see the airport from 20 miles out and decide to save We land and drop off our passenger at Clay Lacy, then some time by just hand-flying the approach visually, immediately take off again. Five minutes later we are at so we cancel IFR and I turn off the autopilot in order 4,000 feet heading directly for BVS, which is just about to set up for a wide left-base entry. 20 minutes away. I have the airplane on autopilot, with It’s always interesting to make vertical path decisions heading and altitude mode activated and pulling about purely on the basis of how things look out the window 65% power, with the airspeed just below 250 knots. from some distance away. As it turns out, I miss it Everything is going just fine until I notice the airspeed slightly; when we roll out on a six-mile final, all four of slightly fading. This puzzles me until I see TL has used the VASI lights are white. I pull the power all the way a “long arm” to sneakily reduce the left engine to idle. back, call for full flaps, and as soon as their drag drops the IAS below 150, ask for the gear. Fairly quickly, one An engine failure at reduced power is not commonly of the white VASI lights turns red, and when another practiced and can sometimes be initially confusing, starts to turn pink I push in power to maintain Vref, because you do not get all the other cues, such as engine trim out any control pressure, briefly take my hands off noise changes, or sudden deceleration and rotation about the wheel, and say to TL…“that looks about right, what the vertical axis. In addition, when an engine operating do you think?” He replies, “yeah, looks fine to me, but at low power goes to idle, there are no warning lights you might want to stay five knots above Vref; we have and the autopilot in a Lear 40 does a remarkably good lots of runway and it will give you a little more time in job of quietly sacrificing airspeed in order to maintain the flare.” Good idea. heading and altitude. Fortunately, I clue in to what is happening before anything bad happens, click off the Using the helpful landing hint, I touch down gently autopilot, push in power and rudder on the right side, and we make exit G3 about halfway down the runway, announce a left engine failure and ask for the checklist, which happens to be almost in front of the FBO. The which TL again handily takes care of, using his “long tower clears us to Signature Flight, even while still on arm” method. tower frequency. I call for the after-landing check list, which TL, with a bit more of “long arm” reaching, has By the time we have finished with the engine-failure already about half completed. The ramp guys have us exercise we are near our destination. The conditions are park right in front of the FBO door and lend us a van to CAVU and I elect another visual approach, but this time I get dinner at the nearby Longhorn Steakhouse, where cheat slightly because I know the location of OPIXE, the we get seated right away. The trip and check ride are IAF (initial approach fix), by ground reference, and so I going very well indeed. just head the airplane to that location while descending to the crossing altitude of 3,000 feet. When we get there It is well after dark by the time we get back from and turn from base to final, the VASI lights show two dinner. The Lear 40, all white and floodlit, with its white and two red, like magic. The last landing of the engines looking like they are half the diameter of the required three is completely uneventful, although I do fuselage, shines brightly just outside the FBO door, have to fuss more than I would like, getting the reverse- surrounded by orange traffic cones. We drink coffee thrust levers stowed. and yawn until our VIP pax finally arrives at 10:30 and, while I get the clearance back to Seattle, TL briefs our Ten minutes later, we are standing at the counter in pax and closes the door. As we taxi out, the controller the office doing the paperwork when “Long Arm Lewis” voluntarily offers runway 21, even though runway 3 is reaches way over from the other side to sign off my FAR being advertised as the active on the ATIS. That gives us 61.55 logbook entry…done for another year. a nearly straight shot at our destination of Boeing Field There is a lot to be said for a PNF with “long arms”. T&T (BFI), and with a Lear’s low altitude burn rate, probably • saves well over what we paid for dinner in fuel… good Kevin Ware is an ATP who also holds CFI, MEII and helicopter ratings, and thinking on the controller’s part. is typed in several business jets. He has been flying for a living on and Ten minutes after takeoff, we are at FL 320 and shortly off since he was 20, and currently works as a contract pilot for sev- thereafter can see the entire Puget Sound basin from eral corporations in the Seattle area. Olympia to the Canadian border, all lit up like a flat When not working as a pilot, he is employed part-time as an emergency Christmas tree. Somewhere within that mass of light and urgent care physician for a large bulbs there is a beacon and two parallel lines of lights clinic in the Seattle area.

DECEMBER 2016 ­TWIN & TURBINE • 15­ NBAA-BACE 2016 Wrap-Up By LeRoy Cook igns of the general aviation recession were hidden Convention Center, along with six helicopters, and the by optimism at the 2016 National Business Aviation rest were crowded onto the Atlantic Aviation ramp at SAssociation’s convention, held in Orlando, Florida in Orlando Executive airport. Over 1,100 exhibitor spaces early November. The NBAA show has been internationalized were packed into the OCCC’s main hall. with the added “BACE” (business aviation convention “At the convention center and the airport alike, & exposition) appellation, making it officially the NBAA exhibitors and attendees have told us that this BACE. As the worth of business flying spreads around the year’s NBAA-BACE was a resounding success,” said globe, sparked by North America’s example of bizav, the NBAA President and CEO Ed Bolen, following the show. European EBACE, Latin American LABACE and other “The activity level was high and the enthusiasm was such shows have continued NBAA’s targeted convention strong. Equally important, the show provided a reminder and trade show model. As the U.S.’s 6th largest trade show, of the industry’s size and significance in the U.S. and the annual NBAA meeting alternates between the venues around the world.” of Orlando and Las Vegas.

Orlando’s weather couldn’t have been better this Notable Speakers year, after Hurricane Matthew blew past just a month As always, NBAA offered educational and safety-oriented or so earlier. A total of 129 aircraft were on static seminars throughout the show, along with general sessions display for the show; nine were towed the ten miles featuring notable speakers and presentations. Day One’s from Orlando International airport in the dead of opening session had remarks from Congressman Sam night so they could be exhibited in the Orange County Graves, leader of the General Aviation Caucus, followed by U.S. Customs and Border Protection Commissioner R. Gil Kerlikowske, relating how cooperative efforts of business aviation and CBP had eased many travel requirements. Among other CBP accomplishments, there are now 15 pre-clear locations, such as Shannon, Ireland, that allow aircraft to clear customs before entering the U.S., and a procedural change so that CBP no longer requires APUs to be shut down while an aircraft is being processed for entry.

16 • ­TWIN & TURBINE DECEMBER 2016 Sharing the opening session was author and historian remarks from political power couple Mary Matalin and David McCullough, whose latest book “The Wright James Carville, whose across-the-fence repartee always Brothers” portrays an intimate look at the life and times brings insight into the workings of the political process. of the fathers of controlled powered flight. McCullough By the time you read this, of course, their predictions of a related how the Wrights efforts were supported by strong Presidential election full of surprises will be history. family ties and perseverance in the face of failure. He quoted the Wrights as saying “No bird ever soared in a News At The Show calm.” McCullough was also feted on the second day at There are always notable announcements forthcoming NBAA by receiving the Combs Gates Award from the at NBAA. The major surprise on Mondy was the National Aviation Hall of Fame, an unexpected honor presentation of an FAA type certificate to Cirrus Aircraft but well deserved. for its SF50 Vision personal jet, the first single-engine The Second Day’s General Session was more political in jet to achieve such status. While not exactly a business tone, in keeping with the looming history-making election. aircraft, the 6,000-lb. all-composite Vision seats six or Representative Bill Flores of Texas and Senator Bill Nelson of seven and cruises at 300 knots up to FL280, pushed along Florida told how bi-partisan work in the Senate helped thwart by a Williams FJ33-5A fanjet. Deliveries are to begin in plans for ATC privatization, user fees and other mischief. December. Commonality with the piston-engine Cirrus Senator Nelson, who flew on the Space Shuttle, was presented airplanes includes a ballistic emergency parachute, with NBAA’s Meritorious Service to Aviation Award. However, sidestick controls and Garmin’s G3000-based Perspective the most heavily-attended presentation was one featuring touch-screen avionics suite. It has reportedly attracted

DECEMBER 2016 ­TWIN & TURBINE • 17­ 600 orders and production will be steadily ramped up to reach a rate of one aircraft per week by the end of 2017, in order to meet demand. The Vision is priced at $1,960,000. At the other end of the scale, Embraer brought its $26-million redesigned Legacy 650E to the show, featuring Honeywell Primus Elite avionics, and Textron Aviation displayed its prototype of the Citation Longitude mid- size jet, fresh from its first flight, with an announcement of performance increases over initial projections. A full cabin mockup of the Citation Hemisphere also attracted much attention. The Honeywell Primus Epic cockpit has been selected for the Hemisphere, and it will be powered by the Safran (formerly SNECMA) Silvercrest engine. On Day Two, Pilatus flew its Number Two PC-24 “Super Versatile” jet to the show for a short visit; it was already based in the U.S. for environmental and avionics testing. Some 1,000 hours have been flown on the PC-24 program, in 600 flights. In other news, Duncan Aviation is testing a Winglet Technologies transitional winglet retrofit for the Citation Sovereign and FlightSafety International announced the availability of Master Level Advanced Training for King Air, Citation, Pilatus PC-12, Falcon and Gulfstream pilots.

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Sales announcements at the show included a Textron Aviation transaction involving the sale of three Citation X’s to long-time customer Schweitzer Engineering Laboratories, and Piaggio’s sale of five Avanti Evolution airplanes to West Coast Aviation Services. Daher announced the recent delivery of its 800th TBM turboprop, and the company is expecting to deliver over 50 TBMs in 2016.

18 • ­TWIN & TURBINE DECEMBER 2016 Air Capitol Dial

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The vitality of business aviation was apparent at Orlando, despite the challenges of a flagging global economy and political uncertainty. No other transportation system can serve the needs of corporate travels with flexible response and broad access. Make plans now to attend the 2017 NBAA BACE, to be held in Las Vegas October 10 to 12, 2017.•T&T DECEMBER 2016 ­TWIN & TURBINE • 19­ From the Flight Deck by Kevin R. Dingman Let It Snow Above average snowfall is forecast

fine if you like living in a cubicle indoors, but not me. Part of why “A day without sunshine about why it’s so cold and dark cold we fly is freedom and the view. Let outside, onward to its relevance on is like, you know, night.” not a little thing like planetary tilt our operations. interrupt our flying schedule. – Steve Martin The Forecast Tilted Temperatures in the North cause In the northern hemisphere, or all life on earth, nothing is nostrils to momentarily stick closed winter solstice always occurs as fundamental as the length and thin layers of snow will create around December 21st or 22nd. of daylight. The tilt of the a squeaky noise when you walk. F In the Southern hemisphere, it’s Earth’s axis affects the duration of Flying can be a bit more work for around June 20th or 21st. This daylight and plays a major role in pilots: snow removal and preheating year, it’s on December 21st at our weather. It’s tilted at an angle are added to the preflight list, taxi 5:44 A.M. EDT (10:44 UTC) and of 23.44° to the plane of its orbit speeds are slower and low visibilities marks the official start of winter in the and because of this, at certain times can be widespread. On the other Northern Hemisphere and summer during the orbit, it’s dark longer and hand, it’s the kind of weather the in the Southern Hemisphere. Winter we get cold weather. It’s a time of airplane loves: cold, dry air for the solstice is the day with the fewest the year that produces fast moving motor to breathe and tightly-packed hours of sunlight during the whole fronts, icing conditions, strong and molecules for the wings to finesse year. Our shortest day this winter will gusty winds with drifting snow and into lift. Compared to the hot, humid last just nine hours and 15 minutes. it’s like, you know, winter. days of summer, it’s ideal. Traveling The word solstice comes from the in our airplanes exposes us to wide- It took me a lifetime, but I have a Latin words for “sun” and “to stand ranging temperatures and weather. nice airplane, a private hangar with still.” In the Northern Hemisphere, This year, the National Weather an office, pre-heat equipment out the the points on the horizon where the Service is forecasting above-average wazoo and reliable snow plowing. For sun rises and sets advances southward temperatures and below-average this pilot, who keeps an artificially- each day and the high point across precipitation for the southern part lighted Christmas tree up all year the sky, which occurs at local noon, of the U.S. People in northern long and cold weather gear at the also moves southward each day. states should expect below-average ready, it’s a great season. My dad At the winter solstice, the sun’s temperatures and above-average raised me to be an outdoorsman, path has reached its southernmost precipitation. Forecasters expect to love the seasons. I have clothes position. The next day, the path will the remaining U.S. to experience for rain, cold, snow and wind – advance northward. However, a few an average winter. The biggest some might even get me through days before and after the winter wintertime changes for us occur a torrent of frogs and locusts. Cold solstice, the change is so slight that during planning and preflight: never bothered me as much as the sun’s path seems to stay the preheating motors, adding a fuel does heat and humidity. Just as same, or stand still – to “solstice.” system icing inhibitor (FSII) like southerners think we’re crazy to put The sun is directly overhead at high- Prist to our jet fuel when needed, up with cold and snow shoveling, the noon on winter solstice along only using deice fluids, calculating heat, humidity and bugs endured one planetary marker: the latitude holdover times and selecting in the south are perplexing to a called the Tropic of Capricorn – it’s alternates. When inflight, we’ll northerner. That’s why God made a bit south of the equator. Now that be using fuel heat and the anti- air conditioning – y’all say. And that’s we’re astronomically up to speed ice equipment. On arrival, flying low-visibility approaches and computing landing distances will be the norm and we’ll be diverting a couple of times. You’ve heard it all before, but stay with me; here comes the mandatory wintertime preflight stuff:

20 • ­TWIN & TURBINE DECEMBER 2016 The Laundry List weeks of disuse. If the battery is two like a Boy Scout and be prepared. or more years old, it will probably A wintertime addition of ten or Engine Oil – Check your aircraft need to be replaced. twenty minute’s fuel above your manual for proper weight oil to be summertime number is prudent. used in low temperature ranges. Wheel wells – During thawing List an alternate (or two) if the Warm it up before you start the conditions, mud and slush can be weather is marginal or if the arrival motors. Use an oil cooler baffle if, thrown into wheel wells during airport has only one approach or and when, allowed. taxi and takeoff. If frozen during one runway – snow plowing will flight, this mud and slush can create Oil Breather – Assure that the close runways on a regular, and landing gear problems. The practice breather system is free of ice. When unpredictable, basis. Be ready for of recycling the gear after takeoff crankcase water vapor cools, it holding and a missed approach. Ask should be used as an emergency condenses in the breather line and for braking action reports (use the procedure only. The safest method can freeze and clog. A number of Mμ chart from Owl Snot, T&T April, is to avoid these conditions with engine failures have resulted from 2016) and calculate landing distance retractable gear aircraft or to leave a frozen crankcase breather line. A on every approach. Allow extra time the gear extended an additional 5-10 clog can cause pressure to build up, to get yourself and the airplane seconds on takeoff when feasible. sometimes blowing the oil filler cap ready. Ramps will be slippery – walk Make sure your anti-skid system is off or rupturing a case seal, which and taxi slowly. Airfield surface armed for takeoff and landing. causes the loss of the oil. markings and signs are buried, Inspect deicing equipment – Check covered or obscured, making Hose Clamps, Hoses, Hydraulic deicing boots for cracks, cuts and incursions more likely. Aborting a Fittings and Seals- inspect all hose holes. Cycle the boot system once takeoff on a slippery runway due lines, flexible tubing, and seals for each week to prevent stiffening to an incursion will exercise your deterioration and security. of the rubber, which can shorten judgment and adrenal glands. Cabin Heater – Each year, accident boot life. Use only cleaning and This time of the year, dawn comes investigations reveal carbon performance-enhancing products later, and dusk earlier. Light may monoxide as a probable cause in approved by the manufacturer of be fundamental to life, but for us accidents that have occurred during your system. so is currency and proficiency. Just cold weather. It’s critical that a Preheat – Use a heated hangar because it’s cold and dark, don’t thorough inspection of the heater when available both at home and solstice, son – get out of the tilted system be made to eliminate the on the road. A couple of hours above chair in your cubicle and go flying. possibility of carbon monoxide 50° F should be good. If not, oil pan Both you and the airplane need to entering the cockpit or cabin. A heaters, kerosene-fueled torpedo stay aeronautically limber despite pressure decay test on combustion heaters and individual electric-type our astronomical condition. A heaters is mandatory for most and cylinder heaters are good. Don’t condition that is a bit more work. a great idea for the rest. leave the aircraft unattended, and That 23.44° tilt will, after all, make Control Cables – Because of keep a fire extinguisher handy. Don’t it, you know, like winter. T&T contraction and expansion place heat ducting so it will blow • caused by temperature changes, directly on parts of the aircraft control cables should be properly such as upholstery, canvas engine adjusted to compensate for the covers, flexible fuel lines or oil and temperature changes. hydraulic lines.

Oil Pressure Controlled Propellers – Been There, Done That Propeller control difficulties can An employer over-primed an be encountered due to congealed engine and caught it on fire, and oil. Use caution when intentionally I’ve done the same myself. I’ve had a Kevin Dingman has been flying for feathering propellers for training over 40 years. He’s an ATP typed wheel brake freeze, windshield heat to assure that the propeller is in the B737 and DC9 with 22,000 failure, CADC probe heat failure, fuel hours. A retired Air Force Major, he unfeathered before the oil in the heat failure, wing heat failure and flew the F-16 then performed as a system becomes congealed. one blade of prop heat failed. I’ve USAF Civil Air Patrol Liaison Offi- cer. He flies volunteer missions for Batteries – Wet cell batteries seen deicing personnel accidentally the Christian organization Wings require special consideration during skip half of my airplane and have of Mercy, is employed by a major cold weather. Test, clean and charge had fluid holdover times expire. airline, and owns and operates a the battery. A healthy battery should Minimum takeoff fuel has been Beechcraft Duke. Contact Kevin at [email protected] need charging only after several reached waiting in long lines. Make

DECEMBER 2016 ­TWIN & TURBINE • 21­ Twin Proficiency: Missed Approach: The First 400 Feet 00 feet to go…hand on the throttles (you’re going denial” will cause indecisiveness and delay exactly to have to pull them back if you see the runway, when you don’t have time to dawdle. or push them forward if you don’t). 200 to go… 3 We need to redefine “success” in completing a trip localizer centered, glideslope centered. 100 to go… as safe arrival at a destination that meets minimum still nothing but gray outside. Missed approach point: standards of weather, fuel and personal safety margins. no runway environment in sight, miss the approach…. Most times, that destination will be the one originally You’ve now entered what is arguably the highest planned, but on any given flight “success” may mean workload phase an instrument pilot can face—the landing somewhere else. A mindset that successfully missed approach. There’s a lot you have to do to flying an approach means flying the procedure to FAA transition from a descent to a safe, consistent climb. and personal standards (including the missed approach How can you minimize the workload and manage a safe if needed), and not landing on the runway at the end of missed approach? the approach, will go far to fight missed approach denial.

The first 400 feet Set-up for success The standard missed approach is designed around a Missed approaches are risky when workload exceeds 200 ft/nm climb gradient. The minimum rate of climb the pilot’s immediate capability, so by reducing pilot you’ll need to maintain this gradient depends on your workload we have a much greater margin of safety. ground speed. Think about what you need to do at the missed approach point if the runway environment is not in Ground Speed (kts) 90 100 120 140 sight. At the very least, you need to: Vertical Speed (fpm) 300 417 500 583 • Advance power Minimum climb rates required to achieve 200 Missed Approach Checklist ft/nm climb When beginning a missed approach: For pilots of most twins these climb rates are easily 1. Missed approach…COMMIT. Once you decide to miss, achievable. But if your airplane is heavy, density don’t try to “salvage” the approach or circle to land if you altitude is high, or engine power is reduced, you may subsequently break out. If you start the miss, fly the miss. have to decide before beginning an approach if you’ll 2. Autopilot…DISENGAGE. Use the flight director “go around” have the climb capability to miss the approach. In feature if equipped. fact, the minimums for many approaches, especially 3. Power…ADVANCE. Smoothly advance power to the in mountainous terrain, are driven not by obstacle recommended missed approach setting clearance for the approach inbound, but the need for terrain or obstacle clearance on the missed approach. 4. Pitch…ESTABLISH. Establish the recommended pitch attitude or, if no recommendation exists, the same initial At the minimum 200 ft/nm climb gradient you’ll be two climb attitude you use on takeoff. miles from where you initiated climb before you’re at 400 5. Wings…LEVEL. Fly runway heading to at least 400 AGL feet. There’s a lot going on in the first 400 feet climbing before making any required turns. out from a gray hole so close to the unseen ground. 6. Flaps…AS REQUIRED. Begin flap retraction as required or Fighting denial recommended in the flight manual or POH. Pilots are, by nature, can-do people, and this 7. Positive rate of climb…CONFIRM. manifests itself in an expectation that we will be 8. Landing gear…RETRACT as applicable. successful in flight operations. We tend to expect 9. Cowl flaps…OPEN as recommended, if equipped. we’ll be able to land out of every approach, and may 10. GPS…SUSPEND or OBS MODE as applicable. not think much about the possibility of missing the approach until we find ourselves at minimums with 11. Navigate…AS REQURIED once established in a climb no runway environment in sight. “Missed approach 12. Report…REPORT MISSED APPROACH when able.

22 • ­TWIN & TURBINE DECEMBER 2016 by Thomas P. Turner Missed Approach: The First 400 Feet • Begin a climb, initially straight ahead • Configure the airplane for climb • Prepare to navigate the published or assigned practice is to set mixture for cruise and leave it there procedure through landing. A mishap trend is emerging, however, • Report the missed approach (and, if you’re a stickler where LOP pilots are having power failures at the beginning for regulations, the reason you were required to miss) of a go-around or missed approach. If the mixture is very Let’s look at each of these requirements, and consider lean, advancing the throttles (adding air) causes it to go what can be done to reduce workload. leaner still, reducing power output on a fairly steep curve. Advance power: If possible, set the propeller If the mixture is not advanced sufficiently the airplane will controls for climb power before reaching the missed continue to descend, and the engines may quit altogether approach point. That way, if you need to climb out when you need them most…in IMC only a couple of you have effectively made your engines a single- hundred feet above the ground. Sure, some instructors lever power design: move the props to climb before teach advancing the mixture first, then throttle, when final let-down. missing an approach. The principle of workload reduction What about mixture control? Many pilots fly at lean- suggests, however, that you advance the mixture controls of-peak (LOP) at least some of the time. Common LOP before beginning your approach, so there’s one less thing

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DECEMBER 2016 ­TWIN & TURBINE • 23­ to do if success mandates flying the missed approach. Climb straight ahead: Many missed approach procedures are quite complicated, but they all begin the same way: climb straight ahead before turning. Keep the wings level as you advance power. If the airplane is properly trimmed, pitch attitude will trend toward that needed for climb. “Proper” trim would be one Icarus Instruments that results in an indicated airspeed close to optimum for climb. There Quarter Page are any number of reasons to fly this airspeed or that for an instrument 4/C Ad approach. The best rationale (in my opinion) favors flying at the speed at which you’ll climb on the missed approach. That way, when you advance power and reconfigure the airplane for climb, it’ll already be trimmed for the missed approach airspeed. It’ll tend to do exactly what you want it to in this high- workload operation. Configure for climb: Once power is up and attitude is right, begin reconfiguring the airplane for climb. Some airplanes require retracting flaps right away, especially at higher R.C.Avionics density altitudes. Others will climb EXCEEDING THE STANDARDS just fine with partial flaps out. Some, like the Beech Barons I often fly, have a decided pitch-down tendency with flap retraction which suggests the pilot not be in any hurry to bring A Smarter Way To Fly flaps up in the first 400 feet of a missed approach. Experience or a Aircraft Repair & Installation little instruction in the airplane you Hillaero ADS-BR Upgrade C Avionics Specialists fly will teach what’s best for you. Modification Center Steam Gauge - Glass Expert After you’re on attitude and speed for climb and you have SimulatorSixth Training Page Available Sixth Page a positive rate of climb, retract 35 Years ExperienceB/W Ad landing gear and retract any B/W Ad remaining flaps as needed. Don’t Trustworthy & Competent forget to open cowl flaps if your Mail-In Repairs Available engines require a lot of cooling air at high power/high angle of attack,

Visit the URL below but this can wait until you’re at and win a free prize. least 400 feet into your climb. Prepare to navigate: After you’re climbing in trim with the wings 763.398.3920 level, navigate the missed approach. rcavionics.com/tt You reduce workload and increase success by having most of the

24 • ­TWIN & TURBINE DECEMBER 2016 ATC: “N12345, negative radar contact, are Autopilots and the missed approach you squawking…..” It’s common practice to fly autopilot-coupled approaches in low IFR You get the point. A lot of talking starts when you conditions. There’s a very strong argument that this increases safety significantly call missed approach, distraction you don’t need in the by keeping the airplane within very tight instrument tolerances all the way to initial moments of a miss. You were already cleared for the missed approach point, and enabling the pilot to maintain the “big picture” a missed approach direction and altitude as part of your while monitoring the autopilot-flown approach. approach clearance. So, fly what you were told to fly But everything changes if the runway environment’s not in sight at the MAP. until you have everything under control and are ready Following horizontal and vertical guidance, the autopilot doesn’t know what to to accept any changes ATC may require. do next. You’ll have to hand-fly the first portion of the missed approach. True, What we’ve all been taught about flying applies to a missed many installations have a “go around” button, but in virtually all cases “hitting approach as well: aviate, navigate, then communicate. the button” disengages the autopilot and puts the flight director command bars in a straight-ahead climb position—but you have to manually make the The first 400 feet airplane follow. The first moments of a missed approach are among the Further, autopilots have the ability to hold a little control force against trim. highest workload you’re likely to encounter. You’ve got This is why it’s common for an airplane to pitch up or down when you click off a lot to do to turn a descent into a climb, while you’re the autopilot—the system was “pushing” or “pulling” against the trim. When very close to the ground you cannot see. Successfully you reach the MAP on a coupled approach, then, not only will you have to flying the transition into missed approach climb is take over manually and hand-fly at least the transition into climb, but you may greatly enhanced by the proper mindset and preparation, have to do it with a slightly out-of-trim airplane. Anticipate the possibility the so when you reach the missed approach point and nose will want to go up or down from its desired pitch when you click off the nothing but nothing is outside the windscreen, there autopilot to begin the missed. is a minimum number of things you need to do to get the airplane pointed safely skyward. T&T missed approach navigation prepared before you ever • Thomas P. Turner is an ATP CFII/MEI, holds a Masters start the approach. When you review the approach chart Degree in Aviation Safety, and was the 2010 National make a note of the initial direction and altitude called FAA Safety Team Representative of the Year. Subscribe out in the missed approach procedure. I like to write to Tom’s free FLYING LESSONS Weekly e-newsletter at these on a “sticky note” and put it somewhere where it’s www.mastery-flight-training.com. in my primary scan. That way, I won’t have to try to find it in the fine print later on; writing it down also helps me memorize the information for when I might need it. With many GPS navigation systems, there’s one more task to perform; hit the OBS button to exit SUSPEND mode so you’re able to navigate toward the holding fix when you have reached the altitude where turns begin. Report the missed: Lastly, you’ll need to tell controllers you missed the approach so they know you’re flying the procedure. This can (and must) wait until you have everything else under control. As a simulator instructor most of the missed approach Preferred Airparts, LLC “accidents” I saw were prefaced by the student’s call of “missed approach” to ATC. Think about what happens Quarter Page when you make the call: 4/C Ad N12345: “N12345, missed approach.” ATC: “Roger, 345, climb runway heading to 2000, then right turn direct Bingo, contact departure on 120.575.” N12345: “Runway heading to 2000, right to Bingo, departure 120.575.” You now retune to departure frequency. N12345: “Departure, N12345 at 1200 climbing to 2000.” ATC: “Who’s calling departure?” N12345: “N12345, 1300 climbing to 2000, missed approach at Wichita.”

DECEMBER 2016 ­TWIN & TURBINE • 25­ EN ROUTE

With CenTex Conversion, King Air 200-series Flies Farther, Faster and Safer

enTex Aerospace, Inc. Like its predecessor the Halo announces it has received 250 conversion, the Halo 275 CFAA approval of a new approves an increase in the addition to the popular Halo maximum Mach number from 0.52 series of gross weight increase to 0.58 Mach for all 200 series conversions. The new Halo 275 King Airs. Also, it adds five safety conversion for King Air 200 and systems that increase operational King Air B200’s manufactured 250 series airplanes increases the safety and comply with Commuter in 1993 and after, and King Air maximum takeoff weight to 14,000 category requirements: engine fire B200GT’s, as well as King Air pounds and the maximum landing extinguishing, aural over-speed 250’s, are eligible. Contact CenTex weight to 13,500 pounds. Price warning, elevator trim out-of- Aerospace for details if your of the Halo 275 conversion kit is range warning, improved stall airplane is already equipped $115,000.00, which includes all warning in icing conditions, and with the Halo 250 conversion. of the required components and High Flotation landing gear is emergency lighting in the cabin. parts, STC, Maintenance Manual not required for this increase in Supplement, and AFM Supplement. Additionally, CenTex Aerospace the maximum zero fuel weight. To be eligible for the Halo 275 announces a 500-pound increase For more information, contact conversion, the airplane must in the maximum zero fuel weight CenTex Aerospace or one of their be equipped with High Flotation for airplanes equipped with Halo authorized dealers, which are listed landing gear. 250 and Halo 275 conversions. online at www.centex.aero. •T&T

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26 • ­TWIN & TURBINE DECEMBER 2016 The World’s Best Aviation Sleep System.

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• Custom divan JetBeds for most applications available on request. • Custom JetBeds for VVIP aircraft such as Boeing, Airbus and Lineage 1000 available on request. • Meets or exceeds FAR-25-853a standards for flammability and ISO 9000 standards of quality. • Single models weigh less than 20lbs and setup for use in 1 minute Order Now!: www.Jet-Bed.com Office 858-530-0032 858-395-6888 [email protected] DECEMBER 2016 ­TWIN & TURBINE • 27­ EN ROUTE Cessna celebrates segment leadership with 5,000th Citation light jet delivery n October 3, 2016, Cessna Aircraft Company, a Citation M2, Citation Bravo, Citation Excel, Citation XLS subsidiary of Textron Aviation Inc., announced and Citation XLS+ business jets. Catreus’ combined aircraft Othe recently delivery of the 5,000th Citation fleet now operates approximately 3,000 charter hours a year. light business jet, a Citation M2, to Helitrip Charter “We are delighted to add another Citation M2 to our LLP, which is leasing the aircraft to Catreus Ltd., an fleet. After bringing the first M2 into the U.K. last year, we established charter operator based in the U.K. This have seen an increase in demand for the aircraft. Adding milestone demonstrates Textron Aviation’s leadership a second M2 to the fleet will now allow us to meet the in the light jet segment. demand,” said Cy Williams, CEO, Catreus Ltd. “We have “We are thrilled Catreus will be operating another M2, recently been approved as the first operator to operate as the M2’s excellent combination of range and efficiency the M2 out of London City, which means our entire fleet will be a great addition to their fleet to help meet their is now London City approved. We look forward to our growing customer base”, said Kriya Shortt, senior vice continued relationship with Textron Aviation.” president, Sales and Marketing. “Cessna’s innovative Cessna entered the light jet segment in 1972 when the spirit transformed the light jet segment, and we continue company delivered its first Citation. Since then, the Citation to demonstrate our leadership in this segment by bringing light jets have continued to lead the light jet segment, to products to market that our customers want and need. include the Citation I, Citation II, Citation Bravo, Citation The 5,000th Citation light jet delivery reiterates that our S/II, Citation V, Citation Ultra, Citation Encore, Citation company remains the indisputable leader with decades Encore+ and the CJ family. Cessna’s current light jets – of proven performance, reliability and versatility.” the Mustang, M2,CJ3+ and CJ4 – are all single-pilot certified and ideal for corporate, charter or private use. Catreus currently manages and operates a mixed fleet of aircraft, which includes the Cessna Citation Mustang, For further information, visit www.txtavn.com•T&T

LEKTRO, Inc. Select Airparts

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28 • ­TWIN & TURBINE DECEMBER 2016 EN ROUTE

Cessna Flies Its Citation Longitude essna Aircraft Company, to do during this maiden flight, setting a subsidiary of Textron the pace for the flight test program.” Aviation Inc., announced C The prototype aircraft will the successful first flight of its continue to expand the performance Citation Longitude super-midsize envelope, focusing on testing flight passenger comfort and offers the jet on October 8, 2016. The flight controls and aerodynamics, while lowest cabin altitude in its class at comes less than a year after the the first production model, set to 5,950 feet. With seating for up to 12 company unveiled new details fly in the coming weeks, will be passengers, the Longitude features for the revolutionary aircraft – primarily used for systems testing. a stand-up, flat-floor cabin with a the company’s latest example of standard double-club configuration continued investment in its family “With industry-leading design and and a class-leading walk-in baggage of larger business jets. production expertise, our world- compartment, fully accessible in class team is able to execute quickly flight. It features the next evolution “Today’s successful first flight and precisely, enabling the company of the Garmin G5000 flight deck of the Citation Longitude was to bring new concepts to market and is powered by FADEC-equipped performed exactly as we anticipated,” faster so both pilots and passengers Honeywell HTF7700L turbofan said Scott Ernest, president and enjoy an unrivaled level of capability engines with fully-integrated CEO, Textron Aviation. “Our product and comfort,” said Michael Thacker, autothrottles. The Longitude offers development process is second to senior vice president, Engineering, a full fuel payload of 1,500 pounds, none and allowed us to move smoothly Textron Aviation. a maximum cruise speed of 476 from unveiling the Longitude last The Citation Longitude is knots and a high-speed range of November to the first flight of the designed specifically for maximum 3,400 nautical miles. T&T prototype in just 11 months. This • milestone not only showcases our continued commitment to investing in new products to meet market demand, but also our focus on investing in our development and Advertiser production processes to bring the aircraft to market quickly with- out compromise.” Spotlight! The Longitude took off from the company’s east campus Beech Field When Twin and Turbine advertisers Airport, piloted by experimental want to say more about their business, test pilots Ed Wenninger and Stuart Rogerson. During the two weHouse Paulgive them BowenAviation the opportunity hour and two minute flight, the team tested the aircraft’s flaps, landing Visit Twin &Third1/3 Turbine’s Page Page website gear, pressurization systems, twinandturbine.com/category/advertiser-spotlight stability and control. 4/C Ad “I was extremely pleased with the performance of the Longitude This month: Strategic Moves offers transition training during the first flight,” said Rogerson, and pilot mentoring that you will find to be remarkable. senior flight test pilot. “The level of maturity in flight characteristics is Learn more about editorial opportunities for already very high. I was particularly impressed with how intuitive the “Advertiser Spotlight” flight systems are, validating the extensive integration work done by our development teams. We by calling John Shoemaker at 800-773-7798 accomplished everything we wanted

DECEMBER 2016 ­TWIN & TURBINE • 29­ EN ROUTE

Signature Technicair® Offers New Ads-B Compliance Option For Turboprops And Light Jets ignature TECHNICAir®, Integrated control head that risky solution than those presently in collaboration with provides an air-data source, available”, said Bill Thompson, SFreeFlight Systems, is proud operational control, pilot controlled Avionics Sales & Development, to announce ADS-BFREE, a new Flight ID and ADS-B integrity Signature TECHNICAir. “We are option for simple and cost-effective monitoring and alerts. very excited to answer the call by ADS-B compliance. offering a solution our customers UAT (978MHz) ADS-B In receiver can afford to adopt today. In doing Initially available to non-RVSM to provide flight deck awareness so, they support the NextGen turboprops and light jets without on compatible displays and PEDs movement and the importance of TCAS II, the upgrade replaces of FIS-B weather information and the precision, efficiency and safety existing transponders with a TIS-B traffic data. light-weight, compact worldwide- for which it stands.” compliant dual ADS-B approved Stand-alone WAAS/GPS for Signature TECHNICAir provides transponder system, designed to ADS-B Out position reporting comprehensive MRO services at its simplify installation and provide “Very few operators have pursued 16 U.S. locations. It offers a full a whole new level of value in ADS-B solutions and there is a portfolio of both fully integrated and meeting the ADS-B compliance massive wave of installations that stand-alone ADS-B solutions as well mandate. Included features are: will be needed to meet the mandate as Sandel® Avilon®, the first flight DO-260B mandate standard deadline. Signature TECHNICAir deck designed for Performance Based compliant ADS-B Out, 1090MHz, has heard the voice of our customers Navigation. For more informa- Mode S, extended squitter (ES) and many are still waiting for a more tion, call +1 855 595 4192 or visit transponders with Flight ID. practical, more cost effective and less www.technicair.com.•T&T

Covington Aircraft Engines

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30 • ­TWIN & TURBINE DECEMBER 2016 EN ROUTE

Garmin® announces G5000™ program for the Cessna Citation Excel and Citation XLS aircraft n October 25, 2016, ChartView powered by Jeppesen, With the G5000 upgrade, the Garmin International as well as Garmin SafeTaxi® airport Excel/XLS will receive a fully- OInc. announced a G5000 diagrams. The G5000 flight deck for integrated Automatic Dependent modernization program for the Citation Excel/XLS is estimated Surveillance-Broadcast (ADS-B) Out the popular Citation Excel and to provide a weight savings of 200 solution. Other features include PBN/ Citation XLS. The Supplemental pounds or more compared to the RNP 0.3 with LPV/APV approach Type Certificate (STC) is targeted current system, allowing additional capability, and optional synthetic for approval in late 2018 and will baggage, passenger and/or fuel vision technology (SVT™), which be available from select Garmin load flexibility. works seamlessly with Terrain dealers, as well as Textron Aviation Awareness and Warning System The G5000 installation on the Service Centers. (TAWS) alert coloring and voice Citation Excel/XLS will include a alerts by displaying obstacles and fully digital Automatic Flight Control “For over five years and across terrain threats. This upgrade will also System (AFCS), offering optimized multiple airframes, the G5000 has support Reduced Vertical Separation performance throughout the aircraft’s received enthusiastic praise from Minimum (RVSM) operations. aircraft operators as it offers an flight envelope. The G5000 system unprecedented level of situational supports a wide range of capabilities For more information, go to awareness, yields a significantly including coupled wide area www.garmin.com/aviation. T&T augmentation system (WAAS/SBAS) • lower cost of operation and delivers an exceptional in-flight approaches, vertical navigation, and Ad Index flight level change (FLC) modes. New Advent Aircraft Systems Inc...... 3 experience,” said Carl Wolf, Garmin Air Capitol Dial...... 19 vice president of aviation sales and to the Citation Excel, and available B/E Aerospace, Inc...... 12 as a standard feature on the Citation BendixKing...... Inside Back Cover marketing. “With this, we’re excited Better Life Carolinas...... 13 to grow our integrated flight deck Excel/XLS, emergency descent Covington Aircraft Engines...... 30 mode is automatically enabled by Hillaero Modification Center...... 24 upgrade programs to include the Icarus Instruments...... 24 the autopilot in the event of a loss ever-popular Citation Excel and Jetbed...... 27 in aircraft pressurization. Safety- LEKTRO, Inc...... 28 XLS, providing these customers Luma Technologies...... 7 enhancing autopilot underspeed with an attractive path to achieve MSA Aircraft Products...... 23 protection (USP) is an optional National Flight Simulator...... 31 global airspace modernization Paul Bowen...... 24 feature and allows the autopilot to initiatives with a state-of-the-art Peter Schiff Aero Inc...... 9 assist with airspeed management. Preferred Airparts, LLC...... 19, 25 avionics suite.” R C Avionics...... 24 Fully coupled go-arounds are also Rocky Mountain Propellers Inc...... 7 The G5000 integrated flight deck enabled by this technology, greatly Select Airparts...... 28 Specialized Aero...... 18 modernization program for the reducing pilot workload and bringing Stallion51...... 9 Citation Excel and Citation XLS sophisticated flight monitoring Textron...... Back Cover TRU Simulation...... Inside Front Cover will feature three high-resolution and performance capability to Turbines Inc...... 26 14-inch flight displays alongside these aircraft. Winner Aviation Inc...... 23 dual touchscreen controllers. The G5000 offers optimal situational awareness, which features landscape-oriented flight displays with multi-pane capability, allowing pilots to simultaneously view maps, charts, checklists, TAWS, TCAS, National Flight Simulator flight plan information, weather and more. Geographical map overlay Sixth Page within the HSI is also available on the PFD. Charts can be viewed 4/C Ad across all three displays and are geo-referenced, including Garmin FliteCharts™ terminal approach procedures or optional Garmin

DECEMBER 2016 ­TWIN & TURBINE • 31­ ON FINAL by David Miller First Time Flyer

t doesn’t matter how many hours you have in your logbook. Or how many type ratings you have. The fact is, the first time Iyou fly an airplane as the sole PIC (Pilot In Cockpit) it is a new experience. Being all alone “up front” on that first flight can be challenging, frustrating, and sometimes downright scary. But it can also provide the biggest legal “high” anywhere.

For me, that experience has included a Cherokee 140, a 172, a Cherokee 6 and Arrow, Model 35 and 36 Bonanzas, a B55 and With 6,000-plus hours in his logbook, David B58 Baron, a Duke, B100 and C90 King Airs, and the Citations Miller has been flying for business and Mustang, CJ1+ and, most recently, M2. pleasure for more than 40 years. Having owned and flown a variety of aircraft We prepare for each of those events by studying manuals, types, from turboprops to midsize jets, training in a simulator and airplane, mentoring, and even sitting in Patty and David currently fly a Citation M2. You can contact David at davidmiller1@ the cockpit for hours at the hangar. But there is nothing else quite sbcglobal.net. like doing it the first time by yourself.

My M2 experience began with a copy of Garmin’s G3000 PC ultimate in weather briefings. One of its great features is its ability Trainer. This was followed by a couple of days in ICT at Flight Safety to look at scores of METARS along your route. We were descending and two hours in their full motion simulator. Then two days with in the clouds at FL240 with all anti-icing on. a mentor experienced in the airplane. Call me anal, but I want to “November 921 X-ray Tango, I just had three aircraft divert from be comfortable for most situations when the passengers arrive. Telluride to Montrose,” came the news from Denver Center. “It looks And they did arrive in early July for a flight to Gunnison, CO like you can go direct to COGRI for the DME arc to runway six and (KGUC). I was hoping for CAVU conditions in the mountains but it possibly get into Gunnison.” We were in light rain and turbulence, was not the best weather for a first time flyer. and it was getting interesting.

KGUC 10SM OVC060 Now, all that training was being put to good use. I programmed the boxes and V-Nav, set minimums, and watched the G3000 do KTEX 3SM BR SCT035 OVC048 its magic. Denver had to put a little pressure on me. “X-ray Tango, KMTJ 8SM BKN075 there are two aircraft behind you for the approach.” This is subtle Forecasts called for good visibilities with rain showers developing pressure to cancel your IFR flight plan so the other guys don’t have into thunderstorms within two hours of our arrival. Flying the M2 to hold. Especially in the mountains, I always wait until I am certain is the easy part. But running the G3000 like a maestro conducting of landing, just in case I have to miss and find myself climbing in a symphony requires some practice. And flying into Gunnison on IMC without a clearance. We broke out just inside the FAF and I the 4th of July often requires holding. squeaked on a landing just like I do at least once a year.

Had I practiced enough? All that preparation made the entire flight one of the most comfortable ever. We departed Dallas in clear skies and dropped into Amarillo (KAMA) for fuel, since I had not yet received my RVSM approval. Fly safe. What a bureaucratic waste to fly at FL280 burning so much extra kerosene. On the next leg, nearing Gunnison, the G3000 offered the

32 • ­TWIN & TURBINE DECEMBER 2016 BendixKing

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DECEMBER 2016 ­TWIN & TURBINE • 3­ Textron

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4 • ­TWIN & TURBINE DECEMBER 2016