THE MOST DANGEROUS SITUATION, SLOW ONSET HYPOXIA
PILATUS OWNERS AND PILOTS ASSOCIATION SPRING 2013 NIGHT FLIGHT One major difference between flying in the daytime and flying at night PLUS THE GREAT AMERICAN AIR SHOW STEPPING UP TO A PC-12 FLYING WITH A WOLF Using General GET SMART Aviation to make the world a ABOUT better place COCKPIT TRAFFIC Conflicting understanding of conflict situations WINTER 2012 POPA MAGAZINE 1 $500,000,000 worth of PC-12 Insurance Sold Worldwide and STILL CLIMBING
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www.tempusaircraft.com CONTENTSPILATUS OWNERS AND PILOTS ASSOCIATION • SPRING 2013 • VOLUME 16, ISSUE 1
4 I POPA MAGAZINE I SPRING 2013 12 18 36 50
DEPARTMENTS
6 FROM THE PRESIDENT
8 NEW & NOTABLE
11 ONBOARD LADIES CORNER
34 MIPAD This time around, we have a new app from a well-recognized name in avionics and major upgrades to a pair of popular electronic fl ight-bag apps for the iPad. BY JOHN D. RULEY
36 WEEKENDERS
46 ASK LANCE TOLAND Training to be the focus of 2013. BY LANCE TOLAND
48 SEND LESS TO THE IRS There are taxes to be saved and recovered BY HARRY DANIELS, CPA, CFP, PFS, CVA
54 TEST YOURSELF
FEATURES
12 NIGHT IN THE FLIGHT LEVELS...AND BELOW There’s usually only one major diff erence between fl ying in the daytime and fl ying at night. BY BUD CORBIN
18 THE GREAT AMERICAN AIR SHOW Our unique way of enjoying aviation. BY LYN FREEMAN PHOTOGRAPHY BY PAUL BOWEN
22 STEPPING UP Transitioning to the PC-12 from a piston single. BY JOHN RULEY
28 GET SMARTER ABOUT TRAFFIC INFORMATION. “A collision at sea can ruin your day.” — Anonymous. BY PAUL K. SANCHEZ
42 SLOW- ONSET HYPOXIA A most dangerous scenario. BY DR. PAUL W. BUZA
50 FLYING WITH THE WOLVES Using an airplane to make the world a better place speaks to the heart of General Aviation. BY JACK LONG From the President
During the last quarter, Everett Clark, one of our advisers for the past three and a half years, decided to leave PlaneSense, where he served as director of operations, to follow his personal agenda. PlaneSense is the largest frac- tional PC-12 operator with more than 30 PC-12 aircraft . Everett has been a critical infl uence helping us transition from an organization tailored to the owner/pilot to one focusing equally on the professional pilot. In light of the shift of Pilatus PC-12 aircraft from owner-fl own to pro pilot-fl own aircraft , this transition has been important and eff ectively implemented. We are fortunate that Ray Torres, the new director Also, Flight Safety has just announced its intention of operations at PlaneSense, has joined POPA to to build a second PC-12 simulator for the PC-12-47 Dreplace Everett as an adviser representing the pro (Series 10) aircraft that is scheduled to be operational pilot. Ray is a retired Air Force colonel where he had in the second quarter of 2014. Last quarter, extensive pilot and leadership billets including wing Last quarter, POPA unveiled its new and improved commander and safety offi cer experience. Ray has website. Th is new website is more user friendly and POPA unveiled been with PlaneSense for the past four years as a PC- contains more content focusing on the safety aspects its new and im- 12 captain and safety offi cer. POPA is very fortunate of fl ying and maintaining the PC-12. Also, we are to have Ray’s experience as a pro pilot adviser. instituting a Pilatus Pilot Profi ciency Program which proved website. During the last week of January, Flight Safety will give PC-12 pilots the opportunity to receive This new web- started operating its PC-12NG level D full-motion recognition for supplemental training. Th is program simulator equipped with the Honeywell Primus Apex is intended to encourage all PC-12 pilots to strive for site is more user avionics suite. Joe Howley and I spent a day experi- optimal competence throughout the year. friendly and encing this new simulator and associated courseware. Our agenda for POPA 17, our annual conven- In a word, it’s amazing. Th is simulator is identical to tion May 31- June 1 in Monterey, Calif., is in its fi nal contains more fl ying an NG, as one should expect. Th e critical factor stages of completion and is shaping up to provide a content focus- is that this simulator provides survival training so the plethora of appropriate and timely content. We look pilot can experience conditions outside the normal forward to seeing you there. ing on the safety comfortable fl ight envelope. Flight Safety will provide aspects of fl ying a number of training options including an 11-day and maintain- initial and a fi ve-day recurrent course. Pricing is approximately twice the alternative options with the ing the PC-12. benefi t of more extensive adverse scenario training. “POPA … We Elevate the Pilatus Experience”
6 I POPA MAGAZINE I SPRING 2013 SPRING 2013 VOLUME 15/NUMBER 4
POPA BOARD
EXECUTIVE DIRECTOR Laura Mason Phone: 520.299.7485 Fax: 520.844.6161 Cell: 520.907.6976 [email protected]
PRESIDENT Pete Welles
VICE PRESIDENT Joe Howley
SECRETARY/TREASURER Brian Cleary
BOARD MEMBERS Jack Long Dan Muller
BOARD ADVISORS Ty Carter, Bob MacLean Ray Torres, Phil Winters Tom Aniello, Piotr “Pete” Wolak
AJ PUBLICATIONS STAFF
EDITOR-IN-CHIEF Lyn Freeman
MANAGING EDITOR Michelle Carter
SENIOR EDITOR Bill Cox
ASSOCIATE EDITOR Hans Lubke
EDITORIAL ASSISTANTS William Henrys
CONTRIBUTING EDITORS Nina Harris, Paul Simington, Katrina Bradelaw, Paul Sanchez, Wayne Rash Jr.
ART DIRECTOR Robbie Destocki
PHOTOGRAPHY Paul Bowen, Mary Schwinn, James Lawrence, Lyn Freeman, Jodi Butler, Gregory L. Harris
PUBLISHER Thierry Pouille
ASSOCIATE PUBLISHER Sophie Pouille
PRODUCTION MANAGER, U.S. Guillaume Fabry
ADVERTISING SALES Thierry Pouille, +1 561.452.1225
AD SALES COORDINATOR Anais Pouille, 1+ 561.841.1551
CORPORATE OFFICES 1931 Commerce Lane, Suite 5 Jupiter, FL 33458 Telephone: 561.841.1551 Fax: 954.252.3935
FOR SUBSCRIPTIONS, REPRINTS, BACK ISSUES please log onto www.PilatusOwners.org
CONTACT THE EDITOR: [email protected]
CONTACT THE PUBLISHER: [email protected]
©2012 Pilatus 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.
SPRING 2013 I POPA MAGAZINE I 7 New Products
IRIDIUM EXTREME SATELLITE PHONE Great for pilots who would like to use their Blackberry or iPhone to send email or text messages enroute, and the Iridium Extreme features clear voice calling no matter where you are on the planet! The Iridium Extreme also features a unique emergency feature — a button that The short wait is back! when pressed sends your GPS position to emergency You may have had a passing sigh of disap- providers and lets you communicate with them as help pointment in 2008 when the Polaroid camera arrives. The GPS position can also be sent in messages or bit the dust and went the way of the carrier emails, or your position can be displayed on an online map pigeon. Something was just so cool about for your family and friends to track your progress. This snapping a picture and then literally watch- package comes with a prepaid e-voucher for 500 minutes ing it appear on the fi lm. Proof positive that over a period of a year — a value of almost $750 in itself! analog photography still has a place in the This is state of the art for satellite communications. viewfi nder, a company called Impossible manufactures brand new fi lm for your Pola- roid! And if you no long have your “instant” camera, these folks will happily sell you a “new” (aka refurbished) Polaroid. Th e new fi lm has rich, saturated colors and frankly looks better than the old stuff we miss. For a whole bunch of info and a shot at Polaroid- invented photography, log onto The-Impos- sible-Project.com or call 212.219.3254.
DUAL IS THE ONE The portable Dual XGPS170 ADS-B in receiver provides ADS-B weather and traffi c broadcasts to a variety of compatible EFB apps (sold separately) for display on an Apple iPad, Android tablet or any other Bluetooth-enabled device. The little box receives and displays the FAA’s Traffi c Information Service Broadcast, which is traf- fi c information obtained from ATC radar and broadcast from ground radio stations. The XGPS170 can also receive ADS-B position reports directly from nearby aircraft Break me if you can operating on 978 MHz. Even more, that new Dual XGPS170 off ers Flight Informa- Grab a rugged, waterproof, shockproof, tion Service-Broadcast (FIS-B) which provides in- freeze-proof COOLPIX AW100 with 5x formation from the National Weather Service, Zoom-NIKKOR ED glass lens and 16-MP including NEXRAD radar, as well as winds CMOS sensor to record action photos and Full HD (1080p) movies. Life on the road aloft, pilot reports and other valuable deserves GPS + Electronic compass, so the weather services. FIS-B also includes COOLPIX AW100 has these too. Is there information on temporary fl ight restric- really any reason not to step up to his newest tions and special use airspace. Find compact digital camera from Nikon? Find more at aviation retailers everywhere. the details at NikonUSA.com.
8 I POPA MAGAZINE I SPRING 2013
SPORTY’S BEST HANDHELD RADIO Introducing the all-new SP-400 from Sporty’s. It’s simply the most pow- erful portable radio you can buy — like having a complete standby radio stack in your fl ight bag. The SP-400 makes a reli- able backup for emer- gency use, but it’s also THE POCKET PANEL WITH perfect for listening to ATIS, getting clearances SOME ATTITUDE Dynon introduced one of the most talented attitude indicators in the business, the before engine start or new D1 Pocket Panel portable instrument. The 3.5-inch x 3.25-inch box truly does just monitoring local traf- fi t in your pocket. And at a moment’s notice, the device will rely on its onboard fi c. The unit also has full EFIS, the same technology used in the rest of Dynon’s product inventory, to give VOR and ILS capabilities. you highly accurate attitude information. Additionally, a built-in GPS receiver off ers ground speed and track (heading), GPS altitude and vertical speed, turn rate, slip/skid ball and a dimmable screen for night fl ight. With over four hours of lithium battery life, the D1 Pocket Panel also connects to the ship’s power via a DC electrical adaptor. Hard to beat this device’s many talents! Get all the information when you call or click on DynonAvionics.com or 425.402.0433. Get wired Th e new BatteryMINder can get rid of a ton of trouble for the certifi ed airplane pilot. Th e new wiring-solution trailer plug is an aviation-grade polarized connector. Second, it enables a legal, certifi ed airworthy installation of a fused-wiring harness with a mat- ing plug to access the ship’s battery. Th ird, the BatteryMINder relocates the output- regulating temperature sensor, eliminating the need for its approval on the airframe. Hand the wiring kit to your A&P and, voila, you’ve got a quick disconnect/connect point that fully complements the product’s Plug-N-Play design. No FAA form 337 required. To order call 859.233.4599 or log onto AudioAuthority.com.
10 I POPA MAGAZINE I SPRING 2013 OnBoard LADIES CORNER
GREAT READS FOR ON THE ROAD No One is Here Except All of Us by Ramona Ausubel An achingly lyrical tale of a Jewish village that chooses to reinvent its entire world to protect itself against the impend- ing Nazi arrival. Ausubel’s novel is concerned with family his- tory, communal memory and the power of the imagination and maintains an uncanny, sometimes troubling, aura of innocence throughout.
Gone Girl by Gillian Flynn Th is tale of the aft ermath of a woman gone missing will keep you up reading all night just so you can get to the very satisfy- ing, very chilling ending. One of the most critically acclaimed suspense writers of our time, New York Times bestseller Gil- lian Flynn takes that statement to its darkest place in this can’t-put-it-down masterpiece about a marriage gone terribly, terribly wrong.
The Yellow Birds by Kevin Powers A veteran of the Iraq war, Powers places that confl ict at the center of his impressionistic fi rst novel, about the connected but diverging fates of two young soldiers and the trouble one of them has readjusting to life at home. A young private and his platoon struggle through the war in Iraq but fi nd no peace at home in this powerful and moving fi rst novel about the frailty of man and the brutality of war.
This is How You Lose Her by Junot Diaz Th e stories in this collection are about love, but they’re also about the undertow of family history and cultural mores, pre- sented in Díaz’s exciting, irresistible and entertaining prose. Behind the Beautiful Forevers (Life, Death and Hope in a Mumbai Undercity) by Katherine Boo Th is extraordinary moral inquiry into life in an Indian slum shows the human costs exacted by a brutal social Darwinism. Th is National Book Award-winning study of life in An- nawadi, a Mumbai slum, is marked by reporting so rigorous it recalls the muckrakers, and characters so rich they evoke Dickens. Th e slum dwellers have a skillful and empathetic chronicler in Boo, who depicts them in all their humanity and ruthless, resourceful glory. The Casual Vacancy by J.K. Rowling Th e town of Pagford appears to be an English idyll, with a cobbled market square and an ancient abbey, but what lies behind the pretty facade is a town at war. Rich at war with the poor, teenagers at war with their parents, wives at war with their husbands, teachers at war with their pupils..Pagford is not what it fi rst seems.
SPRING 2013 I POPA MAGAZINE I 11 FLYING AT NIGHT NIGHT IN T LEVELS...AN
Th e Cessna 425 Conquest 1 below and around me hums reassuringly in the frigid night sky above northeastern Canada. Somewhere down there, in fact, practically everywhere down there, residents of the Maritime Provinces hunker down in their houses against the on- slaught of winter, minus 20 degrees C in skies as clear as Chablis. Here at FL270, OAT is a frigid minus 37 C, but I’m warm and comfortable in the cockpit of “my” Cessna twin, racing toward St. Johns, Newfoundland, at fi ve nm a minute. Th is will be my fi rst international stop on a seven-day, 10,000-nm trip from San Diego, Calif., to Johannesburg, South Africa. On the panel before me, some 35 instruments glow red, impassively informing me that I’m transiting Canada at 27,020 feet, turning 1800 rpm and pulling 920 pounds of torque from each of the Pratt & Whitney, PT-6A turbines. Fuel is fl owing at 202 pounds/engine/ hr, and both ITTs are steady below 660 degrees C. According to the GPS, I’m only about an hour-and-a-half out from St. Johns, gaining on land’s end at 305 knots with help from an obliging jet stream-assisted tailwind.
12 I POPA MAGAZINE I SPRING 2013 HE FLIGHT
NTHERE’S USUALLYD ONLY ONE MAJORBELOW DIFFERENCE BETWEEN FLYING IN THE DAYTIME AND FLYING AT NIGHT. QBy Bud Corbin
SPRING 2013 I POPA MAGAZINE I 13 Night in the Flight Levels… and Below
Night fl ying behind one or two turbines Clouds and generic weather most oft en mance, and the absence of daylight makes has always held a certain easily defi nable become invisible in the dark, and judging pat- even higher altitudes reasonable. attraction not shared with piston aircraft . tern altitude and fl are height is more diffi cult All three of the pressurized, production Not only is it smoother and quieter, there’s without daylight’s convenient visual cues. turboprops can reach FL300 (when properly the psychological encouragement of turbine Since there’s less to see at night, most pi- RVSM equipped), and that provides an edge reliability, all the more reassuring when the lots don’t fl y in the late PM on a regular basis if the fl ame goes out. Additionally, the P&W airplane is wrapped in moonless black sky unless they’re being paid to do it or are on PT-6As do their best work in the rarifi ed air and it’s fl ying over inhospitable terrain. business, so the majority of aviators manifest up high. Like most pilots who’ve been tasked with less profi ciency when the sun goes down. Similarly, jet props typically are fi tted with night fl ying in a turbine single or a piston Weather can be more oft en a factor at night, high aspect-ratio wings that provide excellent twin, I’ll take the turbine every time. Unfor- even if it’s usually more benign, because glide characteristics, the better to reach an tunately, people do buy airplanes in winter as pilots tend not to fear what they can’t see. airport in the unlikely event that something oft en as in summer. (“No, sir, I don’t deliver During the day, we’re all smarter than to fl y does fail. Most piston aircraft enjoy an L/D of across the Atlantic in January. If you’re willing straight into the side of a thunder-bumper, about 8:1, but turboprops oft en score 10:1 or to wait for May or June…” “Click.”) but at night, that can happen unless you re- better. Th at means a glide from 5.5 miles high One of the realities of delivering air- ceive a good weather briefi ng and avoid such to near sea level would make available some planes to Europe in winter is that, by defi ni- stupid pilot tricks by fi nding another route 540 square miles of landing choices. tion, most of your fl ying is in the dark of or taking a bus. Flight planning to include more airports day as well as the dark of night. I’ve been Perhaps surprisingly, the U.S. makes no below may not seem as important with the fortunate to deliver a dozen single-engine licensing distinction between day and night reliability of a turbine out front, but you’d jet props across the Atlantic, and they’ve all fl ight. In apparent recognition of the height- be surprised at how little distance you add been good rides. ened risk, other countries have the equivalent by fl ying a slight zig-zag course to remain Flying in the dark actually has a few advan- of night ratings. Canada is one, and many within gliding distance of airports rather tages over daytime aviating. Traffi c is oft en countries restrict night fl ying to IFR only. than just fi le IFR GPS-direct. ATC is less easier to spot at night; radio chatter is usually Th at’s only logical as night fl ying truly is likely to have an objection to what appear to limited; the alternating green and white instrument fl ight, most oft en relying on some be meandering fl ight plans at night because beacons of airports are readily identifi able; form of radio navigation. Pilotage becomes traffi c is so much lighter and there’s less and the runways are less congested. With the diffi cult in the dark when you have a hard chance of confl ict. sun long since rolled beneath the horizon, time seeing the landmarks that may be so No matter what type of aircraft I’m fl ying at there is no glare to worry about. Th e sky is prominent in daytime. Dead reckoning also night, I always keep one of my two GPSs on usually smoother, and visibility both inside may be ill-advised because of the invisible the nearest airport page, providing an instant and outside the cockpit is better. Instrument eff ects of wind drift . reference to landing sites in the order of their scanning is easier and, though ground detail No matter where you fl y, three reasonable proximity. Yes, if you’re above FL180 when may be less visible, well-lit airports and towns accommodations at night are to fl y higher, things become quiet, you can always ask for tend to stand out at night rather than fading plan for greater fuel reserve and route yourself help from the controller, but my friendly into the haze of daylight. to stay closer to airports. Turboprops have a Garmin automatically keeps me aware of the Conversely, fatigue is more prevalent aft er natural advantage in all three areas. By their best landing sites. the sun has gone to bed, and the monotonous very nature, turbine engines must fl y high to Traditional wisdom suggests it costs fuel hum of the engine is more sleep-inducing. realize reasonable fuel economy and perfor- to haul fuel you don’t need, but it only makes
14 I POPA MAGAZINE I SPRING 2013
Night in the Flight Levels… and Below
sense to fl y with extra reserve at night to pro- cleverly fi tted with white and red LEDs, as if 90 degrees from the runway. I also use the vide options you might not otherwise enjoy. designed specifi cally for a pilot. same approach speed as during daylight, try- Keep in mind if you’re forced to land short of It’s always more critical to update your ing to maintain a constant number all the way your destination for any reason, you may not altimeter setting frequently at night, especially through the approach. always be able to buy fuel at an unexpected when you’re entering a pattern. Turboprops Most pilots use a landing light for its stop late at night, so it’s only good planning to will nearly always have at least three altim- named purpose, but some instructors rec- carry more than you need. eter settings; point of departure, 29.92 above ommend leaving the light off , at least some By now, every pilot knows about the feud 18,000 feet and destination. ATIS, ASOS or of the time. Th e landing light tends to focus between the eye’s rods and cones. Rods are AWOS recordings can provide you with a the pilot’s attention on what is directly in in the center of the eye and are less sensitive current altimeter, or you can secure the same front of the airplane and sometimes results to light than the cones, clustered around the information from a nearby airport. in a premature fl are. Just as with helicopter outer edge of the eye. Th e cones contribute If standardized patterns are important pilots who are instructed always to focus on primarily to peripheral vision at night, but during daylight, they’re absolutely essential the horizon during a landing, lowering the since they’re more sensitive, the standard trick at night. Conventional patterns should be the helicopter slowly to the skids, many instruc- is to avoid looking directly at where you think rule, and straight-ins are defi nite no-nos. tors recommend night fi xed-wing landings a light should be, but rather look off -center No matter how long the runway, I try to be made by focusing on the convergence and let the cones pick up the weak light. As keep my patterns tight in the dark, fl ying of runway lights at the end of the runway you approach the destination, the rods will slightly higher than normal. I didn’t have the rather than the overexposed pool of light begin to register the light. benefi t of Navy aircraft carrier landing train- directly ahead. It’s inconceivable that any pilot could plan ing so I fl y a fairly religious rectangular pat- Single-engine turbines such as the Pilatus a night fl ight without at least two fl ashlights, tern starting at 1,000 feet or more, descending PC-12, TBM-850 and Piper Meridian have but one item some pilots forget is a camp only aft er turning base and fi nal. Inexplicably, the benefi t of reliability that piston twins can’t light. Th is straps to your forehead and points some instructors teach that you should begin even approach, and that gives the turbines an anywhere you’re looking. I carry one on descent on downwind while fl ying AWAY edge. It’s important to remember, however, every fl ight, day or night, in case I need to from the airport. Personally, that sounds that night fl ight in any airplane has one look under a panel, inside a cowling or some counter-intuitive, but it’s especially so at night. distinct disadvantage compared to daylight other dark place. Mine is a Coleman, and it’s I don’t start the descent until aft er I turn base, operation. It’s dark.
16 I POPA MAGAZINE I SPRING 2013 Which of these would you prefer?
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N. America (866) 864-8404 Worldwide (713) 378-2708 uvair.com AMERICAN AIRSHOW HISTORY THE Th e Great American Air Show Deck: Our unique way of enjoying aviation GREATBy Lyn Freeman AMERICAN AIR SHOW OUR UNIQUE WAY OF ENJOYING AVIATION. QBy Lyn Freeman QPhotography by Paul Bowen
It’s hard to imagine a world in which no one had ever seen an airplane before, but that was exactly the world into which the Wright brothers launched a 12-second fewer than 100 years ago. While the event occurred on the sand dunes of Kitty Hawk, N.C., the impact of their accomplish- ment quickly spread around the world. In Europe. fl ying was immediately the domain of science, initiating classical studies of lift , aerodynamics, performance and endurance. But in the United States, the advent of powered fl ight was received in way that was peculiarly American. Th e marvel of fl ying raced through Ameri- can culture with epidemic excitement. It was the beginning of the Great American Air Show. Almost from the outset, Americans couldn’t get enough of aviation. Black and white silent fi lms like Th e Air Ship Fugitives and Th e Air Pilot played to standing-room-only houses. In 1910, the runaway best selling novel was Come, Josephine, in My Flying Machine. Americans were hungry to see something it had never seen before — those amazing men and their fl ying machines. Th e city of Baltimore off ered $5,000 to the fi rst “lunatic” who would fl y an airplane across their city. Like believers centuries before who clung to the idea that the world was fl at, it was a time when many people didn’t believe that fl ying was possible. So, the sight of even the simplest aircraft fl ying overhead was nothing short of a miracle.
18 I POPA MAGAZINE I SPRING 2013 SPRING 2013 I POPA MAGAZINE I 19 Great American Air Show
ALSO IN THE LIFE OF A BARNSTORMER + Barnstormers frequently added mothballs to their gasoline, believing it would improve performance.
+ Airplanes used automobile gas, which was fi ltered through a chamois to remove water.
+ Barnstormers were frequently shot at as they fl ew. During prohibition, many people believed the “revenuers” were using airplanes to scout for moonshine.
Not only was there no shortage of enthu- siasm for the new phenomenon, there was also no shortage of men and women who fancied themselves as pilots. Aft er all, there were no pilot’s licenses then, and many wanna-be’s merely taught themselves how to fl y. Th e most daunting task was not fl ying itself, but getting your hands on an airplane. And once you got one, you had to fi nd a way to make a living. Th e answer was barnstorming, a word which originally described traveling plays or political speeches (frequently taking place in a barn) but was quickly adapted to describe the “gypsy pilots” who traveled which she compensated him by teaching by a host of young awestruck enthusiasts the country putting on shows and off ering him to fl y. Katherine gave up the air show willing to do anything to be near aviation. airplane rides. Th is was the beginning of circuit when she married at age 25, but Sound familiar? the great American air show. Eddie Stinson continued the family tradi- Frequently a local boy was hired to sleep Th is sudden onslaught of fl yers was fu- tion, barnstorming across the country and near the airplanes and guard it. Small ro- eled by the American public’s absolute fasci- eventually beginning to sell the airplanes dents looked at the aircraft as wonderful new nation with aviation. Even in the early days, which still bare his name. nesting territory, and cows apparently loved it was not uncommon for 30,000 to 50,000 Th e greatest boost for the barnstorm- the glue (dope) that held the planes together. people to turn out to watch an exhibition of ing phenomenon came the end of the First Unattended airplanes could actually be fl ying skills. For many, it was a fi rst glance World War. Glenn Curtis, who had spent damaged by a nighttime of serious licking. at powered fl ight, and it would change their his time dreaming of using the new-fangled Job descriptions also included keeping the world forever. At one such “exhibition” in gasoline-combustion engine to build airplanes clean from the cow manure the Los Angeles, a young Amelia Earhart was motorcycles, found himself in a front row props tossed up, and one young man is actu- so awestruck, she begged her father to buy seat to build airplanes for the United States ally known to have agreed to become a wing her an airplane ride. military. His JN4-D, later nicknamed the walker and parachute jumper. When he had Other names associated with these early Jenny, cost the Army $5,000. But aft er the saved enough money, he bought his own aviators are surprisingly familiar. Like the war, the wood and canvas bi-planes were re- Jenny. His name was Charles Lindbergh. Stinsons — Marjorie, Eddie, John, and sold to the public for as little as $200. It was Barnstorming was not the only off shoot Katherine, who in 1912 at age 17 became just what aviation needed to explode. of aviation that led to the modern Ameri- the country’s youngest female fl yer. Th e By the 1920s. nearly 600 barnstormers can air show. Contests and challenges were next spring she would begin a barnstorm- crisscrossed America at any one time, and established to attract these barnstorming ing tour through Louisiana, Texas, North aviation was getting big enough to spawn pilots. In 1920 alone, $2 million in prize Dakota, Montana, Michigan, Missouri and the fi rst non-cockpit jobs. Aft er buzzing the money was off ered for a variety of aerial Coney Island, N.Y. She took along her town and turning fi nal to land in a farmer’s feats, among them a $25,000 reward for the older brother Eddie as mechanic, a job for fi eld, the fl yers were nearly always greeted fi rst fl ight from New York to Paris. Aft er a
20 I POPA MAGAZINE I SPRING 2013 series of attempts to cross the pond ended of 1920-1930, it is estimated more than 10 But the fl ying circuses were not be dis- with airplanes falling into the Atlantic, Asa million people took their fi rst airplane rides couraged. Reacting to the fact that morbid Redman, a 1920s barnstormer, shrugged with barnstormers. curiosity would draw a crowd, promoters off the critics with a statement typical of As competition for the air show-audience would sometimes hire an ambulance to the barnstormers laissez-faire: “Th e ocean grew, so did the complexity of the stunts. race onto the fi eld with its lights and sirens isn’t half full of aviators yet.” It would be Eddie Angel of the Angels’ Flying Circus, blaring. Another popular stunt was to sesend seven more years until barnstormer Charles specialized in the Dive of Death, jumping an airplane up with a human dummyy in tthe Lindbergh would trade his Jenny for a Ryan out of airplane aft er dark with a fl ash light cockpit. Th e aircraft would perform a loop, and collect the prize. and not opening his parachute until he and suddenly a body would fall out and Air racing was another lucrative variation could see the ground. Cliff Rose of the Cliff tumble all the way to earth. that drew in a huge number of pilots. One, Rose Death Angels wore batman wings But as the Roaring ‘20s came to a close, the the colorful Col. Roscoe Turner, who had and performed loops and spirals during a popular image of the daredevil pilots gave dazzled the crowds with his Falling a Mile parachute free fall. Gladys Ingle shot arrows rise to a grumbling discontent. Th e airplane in Flames stunt, left barnstorming to take at a target while standing on the top wing shift ed from an “unbelievable marvel” to a a shot at the unimaginable cash prizes air of a Jenny and later perfected jumping from “fool killer.” In 1926, Congress passed the racing put on the table. Th ough a fi rst-place the wing of one plane to another in the Air Commerce Act, placing the idea of pilot fi nish proved illusive to many, the pure air. Walter Hunter of Oklahoma’s Hunter licenses and aircraft under the more stringent adrenaline of air racing was enough. Brothers Flying Circus used to drop from control of the federal government. Soon to Fred Crawford, who worked with Turner airplanes onto haystacks, without wearing a follow were regulations restricting wing- said, “It’s 10 o’clock in the morning and parachute at all. walking at or above 1500 feet (so high that the process server arrives at the airport to nobody could see it), and participants were seize Roscoe Turner’s plane for debt. Th e required to wear parachutes. Legislation also boys service his plane out of sight, and he LISA PARDUE, A MODERN required fencing to restrain the crowd at air fl ies the race and wins it and has the money AIR SHOW PERFORMER, shows, and insurance premiums skyrocketed. to pay off his debts. Now that’s how we OFFERS THESE TIPS ABOUT While the days of the rag-tag barnstormer fi nanced aviation.” WING-WALKING: were coming to an end, the impact these One racer described the competition as early fl yers made is alive and well. saying, “Air racing may not be better than 1. Don’t. An estimated 20 million people attend your wedding night, but it’s better than the 2. If you do, use a bi-plane. air shows throughout North America second night.” 3. Make sure the pilot is capable of each year. In fact, air shows are the second It was in the 1920s and ‘30s that barn- fl ying a person on a wing. If you’re not most attended spectator sport in the U.S., storming, contests and air racing began to sure, refer to the fi rst item. succumbing only to baseball. Six-time na- show the fi rst signs of what we now consider 4. Prepare yourself. Your next 50 wing- tional aerobatics champion Patty Wagstaff an air show. As the novelty of fl ight became walks will not be like the fi rst. You are acknowledges the tremendous debt the air more commonplace, traveling barnstormers not likely to “get used to it.” show owes to its earliest performers. “Many banded together to enhance the variety of of the maneuvers I perform at air shows 5. Do not practice in weather below 75˚ showmanship. Flying circuses were now the were originally explored and perfected by rage. Pilots arrived in colorful fl ying suits 6. Do not expect to get rich. those early pioneers of aviation. All of us, or whipcord breeches, waxed mustaches 7. Do expect constant and multiple from the grandstands to the fl ight line, owe and high-top riding boots, off set by leather bruises and to be pelted with bugs. them all a tremendous debt.” helmets, long fl owing scarves and goggles. 8. Realize that you are about to do If nothing else, the barnstormers intro- Th ey looked exactly like the American something almost no one else wants duced aviation to America. Th eir romance public thought pilots should look. to do — and for good reason! and infectious enthusiasm for fl ying In the spirit of the circus-like atmo- undoubtedly set the stage for the public’s sphere, pilots oft en thought of themselves grassroots acceptance of the airplane, lead- as “performers,” with air-show posters and It’s no surprise that a fair number of these ing to any number of applications, from air handouts boasting of appearances by Dia- early aviators died with their boots on. Orm- mail to air transportation. When aviation valo, Supreme Daredevil of the Air, Upside er Leslie Locklear’s name was nearly a house- pioneer Leonard Brooke Hyde-Pearson Down Pangborn and the Flying Witch. hold word and was universally acknowledged died in a plane crash, he had left a letter to Barkers encouraged the crowd to buy a as the best wing-walker in the world — until be opened on the event of his death. He left ticket and come inside, watch the show, and he fell. Lincoln Beachey, who would touch these thoughts to his fellow pilots, “When take your fi rst airplane ride. down and take off from inside a building, we fl y, we are fools, they say. When we are “We will take you high or low, fast or was also the fi rst aviator in the U.S. to loop dead, we weren’t half-bad fellows. But every slow, any way you care to go. Fly over your an airplane, an accomplishment he repeated one in this aviation service is doing the house. See who’s visiting your wife! We have more than 1,000 times — until he pealed his world far more good than the public can special fl ights for mother-in-laws.” airplane’s wings off in front of 50,000 people appreciate. We risk our necks; we give our Th e advertising delivered what it in San Francisco. Harriet Quimby, the fi rst lives; we perfect a service for the benefi t of promised, airplanes and fl ying. In 1927, the American aviatrix, was killed when she and the world at large. Th ey, mind you, are the Gates Flying Circus sold 100,000 airplanes her passenger fell out of an airplane during ones who call us fools. But stick to it, boys. rides to fi rst-time fl yers, and in the decade an exhibition over Boston. I’m still very much with you.”
SPRING 2013 I POPA MAGAZINE I 21 TEST FLIGHT
STEPPINGTRANSITIONING TO THE PC-12 FROM A PISTON SINGLE. QBy John Ruley Last fall, my long-time fl ight instructor Larry Askew asked if he could have a word with me. It’s been hard to get on his schedule lately, as he’s now spending more than half his time as a one-man corporate fl ight department in charge of N846PW, a PC-12/47. We stepped outside the local fl ight school for privacy, and Larry told me thatUP he had an unusually long fl ight coming up: A hunting trip that would involve fl ying from Modesto, Calif., (KMOD) to Stevens Point, Wis., (KSTE), with stops at Sandpoint, Idaho, (KSZT) and Bismark, N.D., (KBIS) — total fl ying time about 6.5 hours each way. Add in unpredict- able fall weather and he’d decided that taking along a co-pilot might be a good idea. He’d talked this over with the aircraft owner, who agreed, provided Larry could come up with a pilot willing to fl y for free. I was fl attered that he thought of me. As it turns out, I wasn’t able to make that long fl ight with him because of family medical issues. (Larry took a a former Part 135 pilot with experience in turbines and Midwest winter fl ying instead.) But I did prep work and have now logged several hours in N846PW on a number of shorter fl ights. It has been a tremendous learning experience. L I should mention that Larry off ered me this opportunity in part because he knew I, as an aviation writer, couldn’t resist. And because I’m an instrument-rated pilot with a fair amount of experience in a variety of airplanes, more than 1,000 hours, mainly in piston singles but also some dual in twins. I also have a lot of cross-country experience and attended high-altitude training (including time in a hypobaric chamber) at Beale Air Force Base a few years back.
22 I POPA MAGAZINE I SPRING 2013 SPRING 2013 I POPA MAGAZINE I 23 Stepping Up
I assumed I’d only be able to log dual time in the PC-12 as a student under Larry’s supervision but was surprised (and delight- ed) to learn that I could actually log time as PIC. Since the PC-12 weighs less than 12,500 pounds and has a propeller, a type rating is not required. My instrument rating qualifi ed me for operations in Class-A air- space, above FL180. But one catch tripped both of us up: Despite my high-altitude training, I did not have the endorsement required for operations in airplanes capable of fl ight above FL250. As a result, my fi rst fl ights in the PC-12 were logged as student dual under instruction and, aft er review- ing the appropriate FARs and high-altitude operational considerations (see FAA Advisory Circular 61-107A), Larry added a high-alttitude endorsement to my log book. Since then, I’ve been able to log PIC time whenever I’ve had the controls.
BIG BOOKS high-performance piston engines, off ering the PC-12 feels to me like a bigger, better- Th e PC-12 has by far the largest POH I’ve single-lever power control and the blessing climbing version of a retractable piston ever seen, bigger than those for the twins of a reversible pitch prop (beta range). I had single. Th e fl ight procedures are generally I’ve trained in. Larry also loaned me the not realized that reverse can be used on the quite similar, at least until you hit the fl ight books from SimCom’s initial training ground while taxiing. It’s an amazingly use- levels and reset the altimeter to 29.92. course. Th e sheer volume of material looked ful feature that I got used to very quickly. Flight planning and navigation — at least overwhelming, which I confessed to Larry Cabin pressurization is something I’d on the fl ights I’ve taken so far — have been in an email. His response is worth quoting: learned quite a bit about during my high- simpler than I expected. Larry generally “I know what you’re going through — a altitude training course, so I understood fi les GPS direct (either to the destination combination of ‘lemme at it’ and ‘Lordy, the theory, and the PC-12’s system running airport or to the initial approach fi x for an what have I gotten myself into?’ Just take it in normal mode is nearly automatic, only instrument procedure) and is usually either slow and remember to breathe!” requiring you to set your target altitude cleared as fi led or given an additional fi x on Th at was good advice. Self-study wasn’t before climbing or descending. Th e quickly departure. He selects a cruise altitude based a substitute for classroom (and simulator) donned masks on the fl ight deck were, of on winds, but generally will opt to go high training given by experts, but by the time course, a new experience. unless the fl ight is very short because per- I got in the airplane (on the ground, with As an instrument-rated pilot who formance in this class of airplane improves external power available) I wasn’t quite so regularly operates in Class-B airspace, I was with altitude. overwhelmed. Here are some things that already comfortable with ATC procedures, Descents take some planning. Larry has stood out to me as diff erent from my past and that made me a useful member of the the Garmin GNS 530W in N846PW set up experience. fl ight crew on my very fi rst fl ight. I handled with a VNAV profi le that alerts us when Th e idea of following the checklist has the radios and observed Larry doing the a 1000 FPM descent is required. At that been drummed into me from my fi rst fl ying from Modesto to Medford, Ore., point, he starts preparing and, if ATC hasn’t fl ying lesson and, while Larry has always (KMFR). Th e following day, I did the fl y- cleared us down by the time 1500 FPM is recommended memorizing some of the key ing while he ran the radios for me. Th at’s needed, then he calls them. Fortunately, things for emergency use, that was never consistent from what I’d read in a book there’s no risk of shock-cooling the PT-6, an excuse for not following the printed called Th e Turbine Pilot’s Flight Guide, so once cleared down, you can pretty much checklist. So imagine my surprise when he which detailed the respective roles of Pilot set as fast a descent rate as you want, and started with a memorized “fl ow” beginning Flying (PF) and Pilot Not Flying (PNF), and just pull back enough power to keep the with the pilot-side circuit breakers, working provided some suggestions about how to airspeed below barber pole (or redline as his way around both sides of the panel and use fl ow and checklist together eff ectively you reach denser air). the center console, and eventually resulting with a challenge-response approach. Barber pole is just one of several things in in an engine start. Th e PC-12 is, of course, a T-tail airplane. the panel that were new to me (and would I was already familiar with turbine-engine I’ve had experience in T-tail pistons, so probably be new to most single-engine theory, but had no past experience operating wasn’t surprised by the need to pull a bit in piston pilots). I’ve fl own other airplanes one. Once started (with one hand guarding order to rotate. All the extra buttons on the with fl ight directors and horizontal situa- the condition lever and a wary eye watch- yoke were confusing at fi rst, and trying to tion indicators (HSIs), but the PC-12 is my ing out for runaway engine temperature) do the pusher override test from the right fi rst with an attitude and direction indicator the PT-6 is actually easier to use than most seat isn’t a simple exercise. Once in the air, that adds angle-of-attack and (on a preci-
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However steep the descent once it’s IFR fl ight plan and proceed VFR. Th e short stabilized on the approach, the PC-12 is a distance kept us at relatively low cruise surprisingly easy airplane to land. Before altitudes, 12,500 feet out and 11,500 back, our fi rst fl ight together, Larry told me that but we stayed at those altitudes for only a the trailing-link gear makes him look good, few minutes. Th e rest of the time was spent and I agree. My very fi rst landing in the air- climbing or descending and dealing with plane was a greaser. Once all three wheels highly congested ATC frequencies. Aft er are down and the fl aps are up, a pull on the sending our passengers on their way, Larry power lever back into beta does an amazing told me, “I need some time to decompress!” job slowing the airplane down while saving Th ere’s a lot more I could mention: learn- the brakes. ing to use the fl ight director and advanced I am very glad that my fi rst three fl ights autopilot features like airspeed hold and in the airplane (all between Modesto and Medford) were long enough to provide a sion approach) graphical runway depiction. reasonable amount of time in cruise. Aft er And the electric HSI, which can be set in takeoff , the inevitable ATC vectors and arc mode and can overlay the radar, goes hand-off s, getting to the fl ight levels and well beyond what’s in the panel on the old setting cruise power, it’s nice to have a break Cessna Skylane that I usually fl y. for awhile. I’ve been impressed with Larry’s ability Th e PC-12 was the fi rst airplane I’ve to pull off impossible-looking short ap- fl own with fl ight-into-known-icing certi- proaches. It’s not unusual to fi nd ourselves fi cation. I’ve had two encounters with ice fi ve miles from the airport and still 3,000 (light, fortunately) in piston singles that feet above ground, usually because ATC gave me a healthy respect for the danger has assumed we’re going to perform an this involves. Th e PC-12’s capabilities make instrument approach or is vectoring us for winter fl ying a much less risky undertaking downwind. If visibility is good and winds though, of course, they are not a license to are light, Larry will ask the tower for a fl y into heavy ice and just sit there. straight-in to the runway in the direction As I write, Larry and I just completed control-wheel steering, dealing with exter- we’re headed and, most of the time, he gets a short fl ight (less than an hour in the nal power, ground handling (this certainly cleared for it. Th at can require a steep turn air) from Modesto to Sacramento, Calif. isn’t an airplane you can just man-handle or two with a big rate of descent, but gets (KSAC), and back. Th is was anything but a around by yourself!) and, of course, the us on the ground as quickly as possible relaxing experience, despite unexpectedly amazingly clever ways the Swiss design- without compromising safety. clear weather that allowed us to cancel our ers set up the airplane to make a pre-fl ight walk-around both easy and thorough. I wish most of the piston airplanes I’ve fl own allowed as good a routine look at the engine and critical systems! Larry’s been kind enough to tell me that I’ve been of help on some of these fl ights. An extra pair of eyes to look for traffi c and a second experienced pilot to handle radios or give the pilot a break can be very handy. He also tells me that he’s learned quite a bit in the process of mentoring me. (We are both still trying to fi gure out the on-board radar.) Working out the roles of pilot and co-pilot has been a learning experience for Larry and for the various pilots who’ve fl own right seat with him. If you’ve read this far and own and/or fl y a PC-12, I’d like to make a suggestion: Off er the right seat to some of the pilots you know. It will be a pleasant adventure and learning experience for both of you! John D. Ruley is an instrument-rated pilot and freelance writer based in central California. He’s a volunteer pilot with www.ligainternational.org, which operates medical missions in northwest Mexico and with Angel Flight West, which provides free transport for medical patients. You can reach him by email to [email protected].
26 I POPA MAGAZINE I SPRING 2013 what pilots see when they dream.
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Call 1.800.PILATUS | PC-12RightNow.com 28 I POPA MAGAZINE I SPRING 2013 TRAFFIC SCENARIO INFORMATION TEST
GET SMARTER ABOUT TRAFFIC INFORMATION “A COLLISION AT SEA CAN RUIN YOUR DAY.” — ANONYMOUS. QBy Paul K. Sanchez
Something that all of us have is a fear of confl ict. Th e confl ict, of course, is where one or more aircraft have failed to “see-and-avoid,” and we end up with a “near-mid-air” or, unfortunately, a “not-so-near-mid-air” collision. Admittedly such collisions do not happen very oft en, but it is not likely that many of the people involved walk away. So each time we are in the air, we have an equal responsibility to safely avoid other aircraft , but does that dimin- ish our fears that the other pilot is keeping to his responsibilities? And can we recognize his/ her (or our) mistake before it becomes both our permanent problem? INSTRUMENT FLIGHT RULES VERSUS VISUALLY SEEING OTHERS An IFR clearance will never guarantee separation from all other aircraft . It will guarantee separation from another IFR aircraft (usually three miles hori- zontally or 1,000 feet in most TRACONs) but, when both IFR aircraft are in visual conditions, the responsibility for both pilots is still to “see-and-avoid.” Now what happens if one aircraft is in the clouds (on an IFR clearance) while the second aircraft is 500 feet below the clouds. Is that suffi cient for “see- and-avoid” even though neither one can see the other? What happens if the IFR aircraft is instructed to descend through the clouds to a lower altitude? Will the 15 seconds of visual conditions be enough to visually acquire the confl icting situation?
SECTORS OF RESPONSIBILITY Let’s start off with some understanding of right-of-way rules in aviation. Like everything else in aviation, the rules we have today were used on the water fi rst for many hundreds of years beforehand. What is diff erent in aviation is
SPRING 2013 I POPA MAGAZINE I 29 Traffi c
the closure rate. On the port-side of an air- starboard aspect, he does not have to yield is that seeing the aircraft is not the same craft is the red navigation light which has a and is expecting that you can see him and as being able to recognize the threat. You viewable area of 120 degrees from the nose thus yield yourself. have to discern whether it is a port/star- to the rear. Inconveniently, that is where And of course that leaves the 120-degree board/aft aspect you are looking at, and the pilot-in-command sits most of the time sector behind you, meaning any aircraft what the relative motion is. in airplanes. Any airplane in that is in that that can see your white tail sector is over- So herein lies our unfortunately not-so- 120-degree red sector and can see your red taking you and thus has to yield to you. obvious problem. How do we look at the navigation light has to yield to you because And you hope that the other pilot sees you right place in the sky for something we do he literally has a red light looking at him. because you have zero chance of seeing him not know is there? And how do we deter- Th e pilot can’t stop in the air but he can overtaking you. mine how much of a threat this aircraft is? certainly alter his track or altitude so that he Well, in this case, this is where technol- can maintain a safe distance from you. In EXPANDING YOUR HORIZONS ogy perhaps does not deliver the day, but fact under FAR 91.113 (b) says: OF OBSERVATION certainly gets us closer to the calendar. Now that we’ve established the concept Traffi c-advisory systems (TAS) have been “…When a rule of this section gives another of who is supposed to yield to whom in with us in one form or the other for 25 aircraft the right-of-way, the pilot shall give converging or overtaking situations, how years now. Th e idea is simple enough but way to that aircraft and may not pass over, do both pilots keep aware of what the bur- the equipment requirements (and price) under, or ahead of it unless well clear.” dened aircraft has to do? In fact, how does were the biggest barrier. Th e equipment the pilot see what is going on with aircraft on your aircraft simply interrogates (two So it appears that most airplane pilots are on his starboard side (his own yield-side) times a second) other transponders within sitting on the side of the aircraft (port-side and even the ones behind him? a 30 nm radius, gets replies (thus knows 120-degree red sector) that they do not Average human visual acuity is about the range/bearing) and displays the replies have to yield, and unfortunately they are 1.76 feet/nm. Which means on a very on your screen. Be it your multi-function not sitting on the side of the aircraft to see good day a pilot should be able to tell the display, Garmin GNS480/GNS530/ what they should yield to. Better keep your contrasting diff erence of black/white lines GTN750 or whatever, the soft ware on the eyes open as much as you can on the right 1.76 feet apart from each other at one TAS shows the location on your moving (starboard) side. So 120 degrees to the nautical mile. If the object is not black and map or traffi c page, calculates the threat if right of your nose in the area where you white (such as a white airplane against it will be <500 feet/nm within 35 seconds. have to yield to all airplanes except those Santiago blue sky), then the visual acuity is Th at’s a lot of information. overtaking you. If someone sees your green even less. Also compounding the problem Well, information like that certainly
30 I POPA MAGAZINE I SPRING 2013 helps in pointing out where the other air- side. How much longer until it hap- EVADING THE QUESTION? craft are (360-degree interrogation area) pens? Look at the distance. If the range No doubt we should be looking for the but whether we have to yield or not is still is decreasing .1 nm/second the closure aircraft as much as possible, but shall we do our decision. How much can that help? rate is 360 knots and each nautical mile nothing and continue on our merry way In spite of the green/red/white lights we separation will be gone in 10 seconds. If knowing that the other aircraft is converg- talked about earlier, let’s say we are fl ying there is no bearing change, there will be ing on the port (left ) side and therefore during the daytime in clear weather (the no distance remaining between you and has to yield any way? Are we going to have kind that draws out the most number the other aircraft . Believe me there is not faith that the other pilot can see us (when of aircraft ). Now how far away can we much future in that kind of confl ict. we can’t see him) and realize that he has to see another aircraft and recognize the aspect (port/starboard/aft ) to determine whether we are meeting/overtaking? With a traffi c-advisory system (L-3 Avionics Skywatch, Avidyne TAS600 series, Garmin GTS800, or Honeywell KTA870), the aircraft around you (some systems off er up to 60 aircraft at <60 nm) are tracked and then displayed. Usu- ally only the eight most threatening are displayed so the pilot is not overloaded with traffi c hordes. To make things even simpler, all target positions are updated two times a second so you can see the relative motion of each aircraft . SAFETY RELATIVELY SPEAKING ABOUT MEETING OTHERS Now comes the assessment part. Your traffi c-advisory system has told you about EDUCATION another aircraft that does not yet fi t the warning profi le (<500 feet/1 nm in <35 seconds) but you are concerned that it does not seem to be moving very much SAVINGS on the screen (little bearing change). Th e Visit Our New Website! aircraft is more than three miles from www.pilatusowners.org you so you can’t see it yet nor determine The new website makes it easy aspect. Well, anytime there is a target on to set up your profile, sign up your TAS display that shows little bearing to receive email notifications change but decreasing range, the only and renew your membership. thing in doubt is how much longer before the warning is annunciated. Sign in today to catch up on We need to determine the relative mo- SATISFACTION all the new topics being tion (if any), and we can’t see the target discussed in the Members outside yet. Let’s use the soft ware to do so Forum, download the latest then. On the GNS530 or GNS430 NAV documents and learn more page 2, push-in the small knob on the To learn more, about the POPA / UVAir Fuel right to bring up a cursor. Move the cur- contact POPA Card. sor to the target on the screen and “tag” at 520.299.7485 it. On the screen, the target’s distance/alti- tude delta is shown. But more important- ly in the upper left corner of the screen is the target’s bearing/distance and how it is changing two times a second. We Elevate the Pilatus Experience! Th is is where we have to trust the “math” a bit. If the bearing is decreasing (045°M, 043°M, 040°M, etc) the closest point the aircraft will be to you is on your port (left ) side. If bearing is increasing (045°M, 048°M, 050°M) then the aircraft www.pilatusowners.org will pass you on the starboard (right)
SPRING 2013 I POPA MAGAZINE I 31 Traffi c
alter his track/altitude to pass “well clear” a 45-degree turn (with ATC clearance if in on him again. of us? My suggestion is that having the on an IFR clearance) to the left . Lo and Th is method would also hold true right-of-way does not have to mean being behold, the separation distance is now for converging aircraft that are on your an NTSB report. If the separation dis- getting larger. Th e reason is that with starboard (right) side. Since you would tance is going to be gone in 60 seconds, your 45-degree turn toward the aircraft , rather not wait till at 1 nm before seeing then let’s make sure that the closest point you changed the time for “closest-point- the aircraft and then taking action to keep of approach is as far way as we can. of-approach” to right now. Once the clear, you have the opportunity to assess If the other aircraft is on the port (left ) aircraft has crossed your nose you could the situation beforehand, using your TAS side converging toward you, you make turn back on course and you’d never close for additional information.
CONTROLLING YOUR DESTINY AT UNCONTROLLED AIRPORTS Now comes the reality most of us would not like to admit. Th ere is a greater risk of air/ground confl icts at airports (towered or non-towered) than on an airway. Th e reason, of course, is more aircraft are concentrated in a smaller area (less than three nm and less than 1,000 feet AGL). So what we do then is use the same tool even though we are on the ground. Aft er leaving the FBO, we self-announce on the common frequency that we are on the taxiway. At the same time as we listen to the CTAF, we are looking on the screen for other transponder aircraft and determine what the traffi c situation is. How many air- craft are on the downwind already? Which aircraft are more than three nm away but inbound? And, of course, are there any aircraft in the pattern that are not self-announcing on the CTAF (no radio or wrong frequency, etc). We can count up the number of aircraft with transponders and look for them outside when we are on the taxiway. In fact, we can even confer with the aircraft on downwind to see about leaving before they turn their to their base- leg. Remember aircraft on the ground have to yield to aircraft that are landing so it behooves us to know who is out there and what their plan of action is. Alternatively, when we are landing, we can see other aircraft on the ground (if their transponder is replying), ones on the taxiway near the runway, and those that are on fi nal that we would have to yield to ourselves. We can be even more cautious about the ones we see on the ground who aren’t using the CTAF to announce their intentions. Th e same technique can be used at towered airports as runway collisions have occurred there as well. In most cases, the controller had cleared both aircraft on the same runway at the same time. Th e traffi c- advisory system is the tool that can point out the controller’s mistake.
Paul K. Sanchez is CFII-MEI based in Florida. Contact him at [email protected].
32 I POPA MAGAZINE I SPRING 2013
MiPad ELECTRONICS
for time en route and fuel burn. MyWingMan MyWingMan also off ers a unique, animated G-meter, based on the iPad’s built-in accelerometer, and a synthetic vision feature that off ers a “chase plane” view by default; a forward view comparable to that off ered by many glass panels is available with an optional portable AHRS. For IFR users, MyWingMan off ers geo-referenced approach plates with aircraft -position display. Th e app is also compatible with Aspen’s Connected Cockpit which should allow editing and uploading fl ight plans to IFR-certifi ed GPS navigators including Bendix- King’s KSN-770. MyWingMan requries an iPad 2 or better (iPad 3 recommended) and as much memory as you can buy. Th e terrain database is huge! As with most EFB apps, a data subscription is required: $99 per year for a VFR-only subscription or $149 for both VFR and IFR charts. Coverage includes the continental US, Hawaii and Puerto Rico. According to the web site, “Europe and other geographic areas are being evalu- ated” for possible future coverage. Th e web site also suggests that in-fl ight weather using “ADS-B and other data sources” and support for the iPad Mini and potentially Android platforms are planned. You can download a 30-day free trial from the iPad App Store or browse BendixKing.com for more information. iPad users who prefer Jeppesen instrument charts have a major upgrade in Mobile Flight Deck (FD) 2.0, which off ers a radically revised user interface that at fi rst looks like a complete change, but isn’t as extreme once you get used to it. Most of what used to be at the top of the display in the default en route Sporty’s E6B app off ers a simple, forms-based interface for aviation calculations and conversions. view has been moved to a “drawer” so it doesn’t obscure the chart until needed, and icons to change views, select the chart display theme, etc., have been moved to the left -hand edge of the display. ONE NEW APP AND Th at makes room for a new set of icons covering signifi cant new features: Weather information can TWO MAJOR UPGRADES now be overlayed on charts, including icing, radar THIS TIME AROUND, WE HAVE A NEW APP FROM AN A with echo tops and lightning, color-coded surface WELL-RECOGNIZED NAME IN AVIONICS AND MAJOR UPGRADES observations, turbulence and winds aloft . Also new TO A PAIR OF POPULAR ELECTRONIC FLIGHT-BAG are text notes covering operational issues related to APPS FOR THE IPAD. By John D. Ruley specifi c NavAids or airspace, regional issues for geo- graphic areas and reference issues that apply to large MyWingMan from Honeywell Bendix-King is an impressive electronic fl ight-bag areas. With those, Jeppesen says the FD app now (EFB) app that off ers a highly customizable user interface, tap-and-drag fl ight completely duplicates the information available on planning/editing, DUATS weather briefi ngs and much more. Th e app’s map paper charts. Th e route fi nder now supports SIDs interface provides the usual range of VFR sectional and IFR low- or high-altitude and STARS, and the app can send/receive routes to/ en route views, with transparent overlays that can include weather (radar, satel- from GPS navigators that support Aspen’s Con- lite, METAR/TAF, winds aloft ) and other info including fuel prices and TFRs. nected Cockpit. A unique scrolling “function wheel” control quickly selects one of eight Jeppesen FD’s Terminal Chart feature now operating modes. Th e app includes predefi ned performance data for common defaults to a full-page view with a rotation option so piston singles, and it’s easy to set up equivalent data for turboprops, though that you can easily switch vertical charts to horizon- the app only supports a simple model, using average climb/cruise/descent tal orientation or vice-versa to match your display. Mairspeeds and fuel fl ows, that doesn’t take into account temperature and other And they’ve added a highlighting function that factors. Clever smart route and smart altitude functions allow you to optimize allows you to draw with your fi nger, putting color
34 I POPA MAGAZINE I SPRING 2013 (light green by default) over text you wish future versions. display remains available by to emphasize, circle an area of concern, For more information, tapping an on-screen button. etc. Kudos to Jeppesen for recognizing that look for Jepp FD on the iPad Less obvious updates include while the iPad reduces the need for paper, App Store. a runway proximity adviser it can still be essential for backups: Th e ForeFlight Mobile 4.7 has feature that will pop-up on- tools menu now has a print icon that sends undergone a less extreme screen warnings (and provide the current chart to an Apple AirPrint- update, but still includes a audible warnings in a com- compatible printer. Jeppesen is also among facelift that will surprise users patible bluetooth headset), the fi rst aviation app vendors to support when they upgrade. Th e de- on approach or entry to a the new iPad Mini. fault Maps view now includes runway threshold, integration Jeppesen FD still isn’t a complete EFB an edit screen that provides with X-Plane fl ight 10 fl ight- solution: Th e fl ight-planning func- a graphical summary of the ForeFlight Mobile 4.7 simulation soft ware so that tion doesn’t off er time en route or fuel selected route and simplifi es you can practice with Fore- calculations and, while updates to cruise speed, Flight on the ground, and minor upgrades the new weather features altitude, fuel burn, selection to the scratchpad, which remains useless are a welcome addition, of related IFR procedures in my humble opinion. A really useful new they’re only available on (SIDs, STARS, etc.) and Binders feature lets you save collections the ground. Th ere’s also no identifi cation of ATC- of instrument charts for quick access. For built-in capability to retrieve assigned routes. Tapping on more information, see the iPad App store a DUATS (or equivalent) the altitude pops up an alti- or browse ForeFlight.com/ipad/. briefi ng that would cover tude adviser that works very John D. Ruley is an instrument-rated pilot, freelance synoptic weather, SIGMETS much like the smart altitude writer and recent graduate of the University of North / AIRMETS, NOTAMs and feature in MyWingMan. Th e Dakota Space Studies graduate program (Space.edu). He’s also a volunteer pilot with LigaInternational.org, TFRs, but I’m impressed with old navigation log view that which operates medical missions in northwest Mexico, the improvements and look used to appear at the top of and Angel Flight West (AngelFlight.org), which off ers free air transportation to medical patients. You can forward to more features in Jeppesen FD’s Terminal Chart the ForeFlight Mobile map reach him at [email protected].
Jeppesen FD’s Terminal Chart
SPRING 2013 I POPA MAGAZINE I 35 Hot Spots TRAVEL
{ GOTTA GET AWAY}
Each stage is a “machine” for presenting plays and can be turned, in a few hours, THE BARD BECKONS! from a balcony in Verona, Italy, to a dacha Live theatre without the pomp at Oregon Shakespeare Festival. BY MICHELLE CARTER in 19th Century Russia. Th e festival has a college English teacher eeling the urge to fl avor your fl ying favorites as well the world premieres of to thank for its birth. In 1935, Angus Fwith great theater? Set your GPS two new works and timeless plays like A Bowmer went to Ashland businessmen for Ashland, Ore., (KS03) where Streetcar Named Desire and My Fair Lady with the idea of off ering Shakespeare for the 79th season of the Oregon Shakespeare — 11 productions in all. everyone. Th ey were skeptical but they Festival is set to launch in March. Th ree stages are needed because the fes- gave him $500 with the understanding Over 2013’s nine-month season, three tival is a destination theatre company. Visi- that they would schedule boxing matches diff erent stages will off er Shakespeare’s tors come from long distances and want to before each performance “just in case.” Taming of the Shrew and three other Bard see more than one play when they come. Th e boxing fell away, and the plays went
36 I POPA MAGAZINE I SPRING 2013 on and on. Now it takes a budget of $26 million to fund the 780 performances for 400,000 playgoers every year. See More.Spend Less. Over the years, the small community of Ashland has built itself around the festival with a plan that practically demands that you walk. Th e town square is lined with great restaurants and shops, and the walk along rushing Ashland Creek has been developed with an eye to the spectacular scenery of Lithia Park, local art and good food. Because Ashland is a one-industry town, every hotelkeeper and restaurateur arranges services to enhance the festival experience. Backstage tours led by actors in the company add a special dimension to the Ashland experience, and they can be scheduled when you order tickets. Th e tours provide answers to all sorts of ques- tions: What happens on the outdoor stages when it rains? “Well, you’re likely to see actors in ponchos performing for an audi- ence in garbage bags.” Did I mention the casual attire? Leave your tie at home but do bring a jacket. It can get chilly at night. Th e festival web site off ers pages of B&Bs and inns, most within walking distance of the stages, and its trip planner allows you to work in a bus trip to historic Jacksonville or a raft trip on the Rogue Aspen Avionics’ innovative River or skiing on Mt. Ashland. around you with capabilities like Evolution Flight Display Small wonder the uncontrolled Ashland Evolution Synthetic Vision, XM Municipal Airport (with a 3,600-foot run- technology clears your way to an weather, traffic, terrain, and way) off ers acres of tie-down space and a affordable EFIS solution. Avoid obstacle displays. expensive gyro overhauls and web cam at AshlandOregonAirport.com so Aspen Avionics delivers the unexpected downtime with a pilots can check the weather on the ground. industry’s best value, with Class reliable, leading-edge Evolution Th ey’re ready for a group fl y-in or the solo III multi-display solutions glass panel. theater enthusiast with a weekend to spare. starting about $18K. Improve situational awareness, reduce pilot workload, and get Evolution 1500C3: more utility out of your airplane. Because You Have No The Evolution Flight Display System shows more of what’s Time for Downtime.
aspenavionics.com/evolution1500c3
Copyright 2012-13 Aspen Avionics Inc. ”Aspen Avionics,” “Evolution Flight Display System,” “Connected Panel,” and the Aspen Avionics aircraft logo are trademarks of Aspen Avionics Inc. All rights reserved. U.S. Patent No. 8,085,168, and additional patents pending.
SPRING 2013 I POPA MAGAZINE I 37 ECO-WHALING IN BAJA WATERS Grays come right up to the boats at Laguna San Ignacio BY MICHELLE CARTER During the heyday of whaling in the eady to get face-to-face with gray extends 16 miles into the desert, is the jewel mid-19th Century, the treacherous sand bar R whales in the Laguna San Ignacio in the El Vizcaino Biosphere Reserve and is shoals and shallow passages of the lagoon sanctuary in Baja California and recognized as the last undeveloped nursery kept all but the boldest captains out and cre- then head back to four-star spa comfort for and breeding ground for these whales. ated a natural sanctuary for the gray whales the night? Th en schedule a personal fl y-in which were approaching extinction. Now to Loreto, Mexico, settle into La Mision The whales come up to the benefi ts of eco-tourism (and a World Boutique Hotel and then fl y or bus to Heritage Site designation) provide more Laguna San Ignacio for a pango (skiff ) ride the boats because they stable protection for the whales and the out in the lagoon for a two-and-a-half hour are as curious about us community of 100 or so who co-exist com- meet-and-greet with the whales. fortably with the lagoon’s winter inhabitants. From December through March, the as we are of them and “Th ese are eco-adventures that support once-endangered gray whales return to only then do they encour- local fi shermen and families through low the warm, shallow waters of the lagoon impact tourism activities,” said Stephanie on the west coast of the Baja Peninsula to age us to touch and in- Rousso, a wildlife biologist and guide, at give birth and prepare their calves for the teract with them — not Laguna San Ignacio. 10,000-mile trek back to summer feeding “However, we don’t like to use the term sites in the Arctic Circle. Th e lagoon, which the other way around. ‘petting.’ Petting sounds like a circus,
38 I POPA MAGAZINE I SPRING 2013 age us to touch and interact Th e Loreto Airport (MMLT) is a towered, with them — not the other international facility, but the 20-minute way around. We don’t go out fl ight to Laguna San Ignacio will take you there to touch them unless to a private, packed-sand airstrip 4,333 the whales show they want it feet long that can be diffi cult to recognize by coming up to the boat.” since it blends in with the surrounding Come prepared with area. Call (52) 615.107.9593 to let them water shoes, pants that you know you’re coming. can roll up, sunscreen, a If you’d rather not test your soft -fi eld hat and layered clothing landing and take-off skills, buses or taxis since it can be downright are available. cold in the morning and hot in the aft ernoon. And a IF YOU GO... camera, oh, yes, a camera! LA MISION HOTEL Th e photos that accompany Phone: (52) 613.134.0350, ext. 617 this article were all taken by LaMisionLoreto.com visitors on their fi rst Laguna BAJA EXPEDITIONS DE MÉXICO aquarium or Sea World. Th is is a natural San Ignacio adventure. La Paz, Baja California Sur, Mexico area and we respect the whales, the mothers If you’re fl ying south of the border for Outside Mexico Toll Free: 800.843.6967 and their calves and the local families that the fi rst time, be sure to acquaint yourself BajaEx.com with ADIZ requirements and how to fi le provide the service. LAGUNA SAN IGNACIO AIRSTRIP “Th e whales come up to the boats for eAPIS, the Electronic Advance Pas- 26°50°55° N 113°08°26°W because they are as curious about us as we senger Information System, for interna- (52) 615.107.9593 are of them and only then do they encour- tional travel both into and out of the U.S. AridaWhaleWatchingBaja.com/airstrip.htm
SPRING 2013 I POPA MAGAZINE I 39 FLY RIGHT IN FOR THE ROUND-UP Wyoming guest ranch’s welcome starts at its own airport. BY MICHELLE CARTER
hen Bob Kaplan and wife Lau- gared there, “and we’ve got W rence sold their separate (but a retired military pilot and competing!) businesses 12 years mechanic, Anthony ago and launched Red Refl et Ranch resort Cirincione, who’s an in Wyoming as a retirement project, “we’d A&P” as the full-time never actually been to a guest ranch. So we airport manager. didn’t have any preconceived ideas,” Bob He will go up with Th e now-renovated ranch Kaplan said. “We just built what we knew we you in your plane to house and three chalets would want, and it’s worked out pretty well.” pass on the secrets of provide fi ve-star accom- Th e Kaplans started with a working cattle mountain fl ying — or modations, all designed ranch on more than 27,000 acres in the Big help you get a glider, to exploit the drop-dead Horn Mountains and moved into the origi- seaplane, helicopter or gorgeous scenery with nal ranch house to oversee the 25 major jet rating if they’ve been fl oor-to-ceiling views. constructions which transformed the ranch on your bucket list. If Red Refl et Ranch into an upscale retreat that allows guests you’ve ever wanted to operates in all sea- (usually no more than a couple dozen) to build a vacation around sons but spring and plan their personal holiday from a dizzying fl ying, this is the place. fall are the busiest on array of off erings — horseback riding, fl y But above all, Red any cattle ranch. Call fi shing, tennis, shooting, trail rides, ziplin- Refl et (pronounced re- 866.766.2340, and you’re likely to get ing, swimming and hiking. FLAY) is a working ranch with 400 head of one of the Kaplans on the phone. Just Early on, the Kaplans, both private purebred black Angus cattle. Th e herd is a tell Bob or Laurence what you want. pilots for more than 40 years, designed “mother-cow” operation, and the calves are “Anything you can think of doing, we and built an airport on the ranch with a born in April/May. When calves are shipped will arrange it.” paved and lighted 5,000-foot runway and off in November, most of them are headed And if it happens on the ranch, it’s an FAA-maintained GPS. “Th is is very easy for Whole Foods Markets where they’ll included in the price. mountain fl ying at 4,600 feet. You land east become some of the store’s all-natural beef RED REFLET RANCH and takeoff west on a sloped strip.” raised in an approved “kind and gentle” 10 Lodge Road, Ten Sleep, WY 82442 Th ey keep their own Citation 501 han- manner. 866.766.2340 • RedRefl etRanch.com
40 I POPA MAGAZINE I SPRING 2013 Because the details
EAGLE do matter... AVIATIONR contact Karen Nelson @ PH: 803-822-5586 for more information or visit our gallery at www.eagle-aviation.com located at Columbia Metro Airport CAE in West Columbia, South Carolina
Q&A By Ted Otto
WINTER 2012 QUESTIONS AND ANSWERS Question #3 Answer: Page function may be accessed by pushing the page button on the MF controller or by Question #1: What is considered a flap cycle and what are the limits? pushing the scroll wheel to the left on the CCD. Question #1 Answer: A flap-system cycle is movement Question #4: What is “SHOT PEENED” and does your aircraft from 0 degrees to 15 degrees to 0 degrees, and from 0 have this feature? degrees to 15 degrees to 40 degrees to 0 degrees. Question #4 Answer: Shot-peening is a treatment on the inner Maximum number of cycles per hour, up to 25 degrees third of the propeller blade. This treatment stops the fatigue OAT, is 10; 25 degrees to 5 degrees is eight. cracks and stress corrosion that typically start at the surface of Question #2: How does the POH describe severe icing conditions? the part. The PC-12-47E has shot-peened propeller blades. Question #2 Answer: Severe icing may result from condi- tions outside of those for which the airplane is certified. Freezing rain, freezing drizzle or mixed icing conditions SPRING 2013 QUESTIONS may result in ice build-up on protected surfaces exceeding 1. What is required of the 47 and 47E if a landing is made with the capability of the protected system or may result in ice the a/c weight in excess of 9,921 pounds? forming aft of the protected surfaces. 2. When is the oxygen-system shut-off valve required to be on? Question #3: How many ways are we able to utilize the page 3. How long does the cockpit voice recorder retain data? function in the FMS? 4. Is there an altitude limitation on the VCCS and, if so, what is it?
SPRING 2013 I POPA MAGAZINE I 41 42 I POPA MAGAZINE I SPRING 2013 SCENARIO TEST
SLOW- ONSET
HYPOXIAA MOST DANGEROUS SCENARIO. QBy Dr. Paul W. Buza
Scenario-based principles which have been integrated into a high-altitude chamber program, using fl ight-training devices with simulated ATC, represents the “gold standard” in teaching aviation physiology for Technically Advanced Aircraft (TAA) training. Such training is particularly useful in teaching pilots about slow-onset hypoxia. In light of the Helios Airways accident in Greece in 2005, it is now certain that the crew failed to notice that the cabin of its 737 was not pressurizing on ascent. Th e slow onset of hypoxia (defi ned as oxygen deprivation that occurs over a period longer than 10 minutes) while the pilots were attempting to resolve an alarm issue soon aft er takeoff led to pilot incapacita- tion and resulted in 121 deaths. A similar event occurred in 1999 when a Lear Jet carrying golfer Paine Stewart also failed to pressurize on ascent, incapacitating the pilot within 15 minutes of takeoff .
SPRING 2013 I POPA MAGAZINE I 43 Slow-Onset Hypoxia
ascent pattern experienced by the crew of the Helios and Paine Stewart accidents. To date, more than 1,800 pilots have fl own this model for training where the primary observation is that slow-onset hypoxia, taking more than 10-15 minutes, leads to the loss of situational awareness when compared to explosive or rapid decom- pression. Hence, we see the need to pro- vide realistic and scenario-based training for pilots and passengers. Th e integration of fl ight-training devices within the TBM/SAMI high-altitude chamber, with real ATC communications added, creates a more realistic cabin sce- nario for the pilot in a safe and controlled environment. Pilots assemble on the fl ight deck and check in with ATC for instruc- tions. Simulated fl ight plans installed in the onboard computers closely match the chamber ascent profi le to create a model that realistically matches true cabin-de- pressurized altitudes. As the pilot is busy with ascent-related procedures, the signs and symptoms of hypoxia as well as subtle neurocognitive impairments begin to occur. Th e fl ight deck is closely monitored by ATC (who is also trained in aviation physiology) on a computer system that displays their images and cockpit instrumentation oft en show- ing signifi cant mistakes in the pilot’s ability to fl y the aircraft . Th e pilot’s performance (or lack of performance) is captured on multi-screen video for post-fl ight analysis showing a signifi cant array of neurological impair- ments including speech, memory, fi ne Further emphasis in TAA training is motor skills and changes in personality. needed to understand the insidious nature When suffi cient signs and symptoms have of slow-onset hypoxia because the symp- been accomplished, the crew demon- toms are diffi cult, if not impossible, for the strates emergency procedures by donning crew to recognize. Th is represents the most masks and launching an immediate de- dangerous hypoxia scenario in single-pilot scent while communicating with ATC for TAA today. new vectors. Th e rapid recovery provided Traditional altitude-chamber and by supplemental oxygen as they follow reduced-oxygen breathing programs em- emergency descent procedures further phasize rapid-onset hypoxia at 25,000 feet emphasizes the importance of early identi- when the time of useful consciousness is fi cation of hypoxia. two-four minutes. Th e signs and symptoms occur rapidly and are easily noticed. SOLO-BASED PHYSIOLOGICAL Th e protocol developed at Southern TRAINING (SBPT) AeroMedical Institute models the slow Each fl ight consists of three participants onset of hypoxia by ascending from 5,000 and lasts about an hour. Th e pilots are feet to 25,000 feet over a 10-15 minute seated inside the chamber at their fl ight- period. Here the signs and symptoms training devices and orientation to the are more diffi cult to identify as the masks and fl ight computers is provided. pilot multi-tasks through various ascent Various ear-equalization techniques such as procedures during simulated fl ight. Th e swallowing, jaw movement and the valsalva fl ight profi le matches the probable cabin technique are reviewed and practiced while
44 I POPA MAGAZINE I SPRING SPRING 20132013 to handle during slow-onset hypoxia. As the pilots reach higher altitudes, the numerous signs and symptoms of hypoxia as well as neurological impairments are easily captured on video. Once suffi cient signs and symptoms have developed, the pilots are instructed to don masks and begin emergency procedures in which the dramatic and rapid recovery provided by supplemental oxygen is easily demonstrat- ed. Th e pilots remain on oxygen during descent until 10,000 feet when the masks can be safely removed. Th e fi nal 10,000 feet of descent is closely observed to insure no diffi culties with middle-ear clearance. Th e entire chamber/simulator session including the pre-fl ight orientation lasts about an hour. they have their masks on. Management of Th e sessions are conducted so that trapped gas phenomenon is essential to all chamber-training objectives can be avoid debilitating distractions during fl ight. achieved in one day. While three pilots are Next, audio checks are performed with fl ying, the remainder of the group observes headsets on to insure high audio qual- ATC conducting the fl ight operations. On a ity since changes in speech patterns is large monitor outside of the chamber, nine an early sign of hypoxia. Th is also allows diff erent screens show a close facial view of pilots to become accustomed to how ATC the pilot, his or her cockpit instrumenta- will sound and what they are expected tion, aircraft position on ATC radar and to do once they begin their fl ight. At this true altitude readings. As the pilots fl y their point, the trainees learn the fl ight simula- missions, the training staff highlights key tor instrumentation including foot and teaching points. As soon as the pilots exit hand controls. the chamber, their fl ight performance is Once the staff feels that the trainees are immediately reviewed as a group, which suffi ciently acquainted with the chamber oft en generates spirited discussion among and simulator, the doors are closed and the the trainees and faculty. trainees don their oxygen masks for the Th is process is repeated two or three ear and sinus check. Th e chamber ascends more times throughout the day so that by to 5,000 feet and descends to 1,000 feet the end of the day the key teaching points with close observation to insure there is about hypoxia are fi rmly secured. Aft er the no diffi culty with middle-ear clearance. last group is done, the trainers discuss ac- Under the guidance of the supervising tual events and present diff erent scenarios fl ight physician, the chamber then ascends for further discussion. During this time, to 5,000 feet and the trainees remove their individual hypoxia profi les are determined masks, put on their headsets and establish for each pilot by recording his or her signs contact with ATC. Th is also allows the and symptoms in the order of occurrence pilots’ blood-oxygen saturation to match on a laminated wallet-sized card for easy “real world” cabin parameters where typi- review. Based on the profi les, it is possible cal commercial cabin altitudes range from to predict who is most and least likely to 5,000-8,000 feet. respond early to cabin depressurization. When ATC is ready, the pilots begin Th ey also watch videos on other hypoxia fl ying following ATC-guided instructions. situations. At the end, the pilots are issued Soon aft er, the chamber also begins to as- their certifi cates and receive personal CDs cend without the pilots’ knowledge. Dur- of their fl ight session. ing the ascent from 5,000 feet to 18,000 Experiencing the scenario improves feet, the fl ight plan is going as expected, long-term memory and gives the pilots a “a normal day in the sky,” until they pass greater ability to recognize the subtle onset 18,000 feet and ATC begins to change of such a potentially dangerous situation. their original fl ight plan. Sudden traffi c Even the most experienced pilots can and unexpected weather requires complex succumb to the insidious onset of hypoxia decision-making and frequent ATC com- which can result in loss of situational aware- munications, which become more diffi cult ness and incapacitation.
SPRING 2013 I POPA MAGAZINE I 45 Ask Lance Toland
typically, your policy will need to be endorsed with several special stipulations to protect you and your TRAINING TO BE THE training facility. I actually encourage alternating simulator and in- aircraft training, especially in the Legacy machines, FOCUS OF 2013. because so many diff erent avionics suites are now be- By Lance Toland ing installed in place of the original King confi gura- tion and Honeywell EFIS. I recently installed Garmin 750s in my PC-12 serial number 381. My plan is to With the introduction of the new PC-12 NG full-motion upgrade further to the Garmin 600 later this year. simulator at Flight Safety’s Dallas facility, rave reviews have Now, with so many options at hand for training, how can you make yourself look better to the underwrit- already fl ooded into my offi ce. With a higher price point ers at renewal? Slipping in an extra session never on initial and recurrent training, compared to SIMCOM, hurts. A combination of simulator and in-aircraft training on an alternating eight-month basis is a good clients are asking about insurance discounts for full-motion measure, and it also keeps you in step with your part training. At the present time, none of our markets is talk- 91 bi-annual fl ight review. Any additional non-PC-12 training helps as well. ing about premium deviations for stationary or full-motion I actually do factory rotor-wing sessions in addition simulation. At the end of the day, I doubt seriously if this to my annual training, and I try to get in one or two weather seminars or winter courses if they’re avail- will ever be a diff erential. able in the area. If you are participating in any similar W Th e good news is that we have excellent training available across the country at events, make sure your underwriters get a copy of diff erent price points. At the January Atlanta Aero Club meeting, FSI CEO Bruce your completion certifi cates for your fi le. Trust me, it Whitman shared that a full-motion Legacy simulator is in the works. It does not makes a diff erence. get any better than this! Th ink about it: NG and Legacy part 135 operators will Now off the subject of training: Several unique situ- now be able train at FSI and not tie up their assets and risk additional down-time ations involving both Legacy and NG operations have meeting their six-month check ride requirements. occurred so far this year. Both involved loss of oil. Training is now and always will be an annual underwriting requirement. Each event could have had catastrophic results. I will Depending on your particular operation and experience level, you may opt to explore associated coverage issues in the next publica- include some in-aircraft training with one of several well-recognized training tion, and I hope to have a full presentation for those of gurus. Th is deviation will always have to be approved before the training and, you attending POPA2013 in Monterey, Calif.
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SPRING 2013 I POPA MAGAZINE I 47 Send Less to the IRS FINANCE
Th ere are a lot of favorable taxpayer points along with many unfavorable ones, due to the complexity of the DON’T GIVE UP ON rules in the regulations. Th e results you get in many cases will surprise you because they will run contrary to what you have understood the rules to have been THIS TOO EARLY in the past. As you begin to make the conversion from THERE ARE TAXES TO BE SAVED AND RECOVERED the old rules to the new, it is very likely that you will By Harry Daniels, CPA, CFP, PFS, CVA need to fi le a special form with the IRS in order to be in compliance and make the changeover. Th is is Form 3115, an Application for a Change in Accounting If you have a business and you have accounts for build- Method. Even though this change is mandated by the ings, building improvements, equipment, vehicles, IRS and the IRS will automatically grant you to right to switch to their new method, you must fi le Form depreciation, repairs, maintenance and supplies on your 3115 with the IRS stating what provision you are books, pay close attention. changing in order to be compliant with the new regu- lations. You will need to look at every expenditure in On Dec. 27, 2011, the IRS issued new regulations the above-mentioned accounts to determine how they regarding capitalizing or expensing amounts spent on should be handled to meet the new regulations. Aviation got a big boost with the new rules. Under the above items. Th e eff ective date of the new regulations the “safe harbor” provisions, the periodic and recur- was Jan. 1, 2012. Basically, if you have any of the above ring annual inspections and TBOs can be expensed I immediately, instead of being capitalized. Th e new accounts, you will be impacted by the new regulations regulations allow for the expensing of annual inspec- sooner or later. It will be impossible to avoid them. tions and TBOs that an aircraft must have every year
48 I POPA MAGAZINE I SPRING 2013 or so in order to maintain the airworthiness possibly be changes, revisions or modi- you want to make the change? of the airplane. If you modify or improve fi cations to the newly issued regulations O. H. “Harry” Daniels, Jr. is a CPA, a CFP licensee and a the airplane or other equipment while do- coming in 2013. Th e taxpayer now has the certifi ed valuation analyst. He is a partner with the fi rm of ing standard maintenance, then the cost of option of when he or she wants to shift to Duggan, Joiner & Co., Certifi ed Public Accountants, and the modifi cation or improvement will be the new regulations as long as the change- can be reached at 334 N.W. 3rd Ave., Ocala, FL 34479, telephone 352.732.0171, fax 352.816.1370, email OHD@ capitalized while the cost associated with over is made by the Jan. 1, 2014. DJCoCPA.COM. He has held his license as a private pilot standard maintenance can be expensed. So this creates the question: When do since 1991. This article is available for reprint upon request. Airplanes generally have a fi ve-year tax life. How many annual inspections are you currently still depreciating? How many 888.386.3596 TBOs are you now depreciating? By chang- [[[WO]XIGLMRGGSQ ing over to the new regulations, you can probably charge off in tax year 2012 all the WEPIW$WO]XIGLMRGGSQ remaining undepreciated costs associated with these annual inspections and/or TBOs. (1;9>%182 Th e beauty is that this can be done without amending any of the prior years’ returns, whether they are still open or not. As the world’s oldest PC-12 dealer, Another positive point: If you have Skytech is a trusted and proven depreciable assets that have been replaced (a roof on a hangar or a heating system, resource. Whether you are buying, for example), you now can go back to a selling or servicing your aircraft, our previously fi led return and write off the experience is your advantage. replaced items by fi ling for a change in By changing over to the new regulations, you can probably charge off in tax year 2012 all the remaining undepreciated costs associated with these annual inspections and/or TBOs. accounting method. Again, no amended returns are required, only a Form 3115 for a change in accounting method. Th is could very easily be the case with a hangar or other building that has a 39-year life. Th is could go back to buildings that you built or purchased in the mid-1970s. You may be able recover tax dollars now that you can remove replaced components that have not been fully depreciated. In order to protect yourself from a very harsh provision of the new regulations, you absolutely, positively, and must have a written capitalization policy. If you already have one in your business records, that’s great. If you Authorized Dealer: PA, OH, MD, DC, WV, VA, NC, SC, KY, TN don’t, you need to write one immediately. Factory Service Centers: Baltimore Metro Area (DMW) Th ese regulations were issued on Dec. Charlotte Metro Area (UZA) 27, 2011, with an eff ective date of Jan. 1, 2012. Th ey are on the books today, but to %MVGVEJX7EPIW7IVZMGI1EREKIQIRX&VSOIVEKI%GUYMWMXMSR*&37IVZMGIW make things more complicated, the IRS announced on Nov. 21 that there would
SPRING 2013 I POPA MAGAZINE I 49 GENERAL AVIATION TO THE RESCUE FLYING WITH THE WOLVES USING AN AIRPLANE TO MAKE THE WORLD A BETTER PLACE SPEAKS TO THE HEART OF GENERAL AVIATION. QBy Jack Long
s I recount great days spent with our General Aviation aircraft , I wanted to share a recent trip that was absolutely fantastic and uniquely possible with GA. As some regular readers may recall, I have been doing some volunteer fl y- ing organized by LightHawk, an orga- nization a bit like Angel Flight, except they match-up pilots Awith conservation-oriented groups rather than medical patients. It is a match made in heaven for me since it com- bines two things I love — fl ying and conservation. Over the years, I’ve done trips to Belize and Mexico for LightHawk in addition to several domestic trips. Th is recent mission was to transport one Mexican gray wolf from Brookfi eld Zoo near Chicago and two more from the Endangered Wolf Center in St. Louis to the Sevilleta (N.M.) Wolf Management Facility south of Albuquerque. Th e wolves were being moved to the area where it is hoped they will be released, one as a lone male and two as a mated pair.
50 I POPA MAGAZINE I SPRING 2013 SPRING 2013 I POPA MAGAZINE I 51 Flying with the Wolves
I had not counted on the cold tempera- tures and had to wait until about 9 a.m. for some frost to melt off the wings, but once the wings were clear, I taxied to the end of the runway, did a full power static run-up and a fl aps 30 take-off . We were Located in the Chicago suburb of off the ground less than one-third of the Bolingbrook, 1C5 is a small airport full way down the 3,600-foot runway and on of older position singles and train- our way. For this leg, it was just me and ing aircraft with a nice restaurant on the wolf — a little eerie, I must admit. the fi eld and friendly people. It was a One hour later, we were on the ground delightful place to visit. Its formal name at Spirit of St. Louis Airport (KSUS) aft er is Clow International Airport. I don’t know a smooth fl ight through crystal clear skies. of many other “international” airports These wild animals We were met by another reception party with a single 3,600 FT runway, but they do not like being in at KSUS of about a dozen people, plus the seem proud of the title. cages, even for just two male wolves. Th e female will get her Aft er a nice steak dinner and a good pick of the two males for mating and, it’s night’s sleep at a nearby motel, I was up a few hours. This is hoped, they will enter the wild as a pair. early Saturday morning. Th e skies were why driving them For the leg from KSUS to Albuquer- clear and the temperature was 0 C. Th e que (Double Eagle KAEG), I would have Brookfi eld Zoo folks showed up right or shipping them three human passengers in addition to on time with the single female wolf. We commercially will not the three wolves, a wildlife biologist who caused quite a little hub-bub with numerous would keep tabs on the animals enroute families with small children wanting a peek work. G.A. is the only and a fi lm crew of two who are making at this rare animal. Evidently, at least one of way to accomplish a documentary about the eff orts to bring the local news stations had run a short story these animals back from the edge of ex- about the transfer the night before. this mission. tinction. Th ey rigged a camera up in the
52 I POPA MAGAZINE I SPRING 2013 cockpit (hope I did not screw- indicated some stress. Th ese up!) and fi lmed the loading, wild animals do not like being unloading and some enroute. in cages, even for just a few Th e fl ight from KSUS to hours. Th is is why driving KAEG was beautiful, smooth them or shipping them com- air and clear skies the whole mercially will not work. G.A. way. As is typical, the wind is the only way to accomplish was howling out of the west, this mission. so I chose to fl y lower than I Aft er warm goodbyes and normally do at FL180 to reduce wishes of good luck, the ani- the fl ight time, given there was mals, fi lm crew and handlers no weather to top and the air were off to get the wolves out was smooth. (It was actually of their cages as quickly as more turbulent higher.) possible. I had a nice cup of Enroute to KAEG, the han- coff ee and then was off the dler took down the cargo net ground and on my way back to check the animals. She asked to Austin with a nice tailwind. that I keep the cabin as cold as I nearly made the trip in less possible in order to help calm than two hours, but Austin the wolves. was landing north, so it was Just 3:43 later we were on duction of these animals into the wild) 2:05 total time. the ground at KAEG aft er crossing the including a veterinarian who checked the All in all, it was 2,500 NM of good heartland of America. We were greeted by condition of the animals. She said they fl ying, interesting people and a feeling of several U.S. Fish and Wildlife folks (who looked in good shape, but two of them mission accomplished. would be responsible for the reintro- had a bit of excessive drooling which Nothing but GA.
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SPRING 2013 I POPA MAGAZINE I 53 Trivia Tube TRIVIA
7. The line of invading Allied aircraft on D-Day formed up to be a. A thousand aircraft wide b. Two miles long and nine planes wide c. In attack position from nine diff erent angles
8. The fi rst solo fl ight around the world was accomplished by a. Charles Lindbergh b. Will Rogers c. Wiley Post
9. The youngest person ever to solo an airplane was age a. 10 TEST YOURSELF b. 7 ARE YOU A REPOSITORY OF RIDICULOUS, WORTHLESS FACTS? c. 9
1. The Enola Gay, the aircraft that dropped 4. How many male passengers think they 10. Thirty-two SR-71 Blackhawks were built the atomic bomb over Hiroshima, was named could land the plane if the pilot(s) became between 1964 and 1998. a. Aft er the pilot’s mother incapacitated in fl ight: a. Twelve were destroyed in accidents. b. Aft er the highest ranking female a. 2 out of 3 b. Th e aircraft holds the record for fastest offi cer of the time b. 1 out of 10 aircraft on the planet. c. Th e bombardier’s high school sweetheart c. 5 out of 8 c. If attacked, the SR-71 merely accelerated to outrun surface-to-air missiles.
2. One in fi ve passengers will be 5. The Bonanza that crashed and killed Answers: a. Sick on any given fl ight Buddy Holly was nicknamed 1. (a) b. Drunk on any given fl ight a. Silver 2. (b) c. Snoring because of the low-cabin b. Bill Beech 3. (c) pressures c. American Pie 4. (a) 5. (c) 3. Out of 10 passengers, how many will 6. (a) claim to be members of the Mile High Club? 6. The most visited museum in the world is 7. (b) a. 2 a. Th e Air & Space Museum 8. (c) b. 4 b. Th e Louvre 9. (c) c. 1 c. Th e Baseball Hall of Fame7. 10. All answers are correct.
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