Malibu MalibuVolume 17 Number 2 SUMMER 2008 Mirage
Oil Baron Cowboys: 2008 Convention in Dallas, Texas by Jeff Schweitzer
Representing Owners and Pilots of High Performance Single Engine Pressurized Aircraft Worldwide
Table of Contents ...
6 Letter from Editor by Jeff Schweitzer
10 Piper Perspective: Top of the Line Pipers by James Bass
14 Notes from the President by Jim Yankaskas
24 Aviation News by Doug Leet
28 View From a JetProp by Bob Conrad
32 Meridian by Jonathan Lones
36 Issues & Answers by Mary Bryant
42 Malibu Maintenance by Kevin Mead
46 Unanticipated Adventures: Part I by Travis Holland 52 Notes from MMOPA Headquarters by Russ Caauwe
54 The Island of St. Barth by Thierry Pouille
61 Classified Ads 62 Training Update 62 Calendar of Events
FEATURE ARTICLE
16 Oil Baron Cowboys by Jeff Schweitzer
ON THE COVER The convention host airport, Collin County Regional at McKinney (KTKI)
SUMMER 2008 3 M MOPA Advertissers’ Index ...
The Malibu●Mirage Advanced Flight Training Page 27 Editor Owners And Jeff Schweitzer Pilot Association Air Journey (512) 264-8026 ● Fax (512) 264-8025 Appreciates The Page 56 e-mail: [email protected] SUPPORT OF ITS Air Sure, Ltd., LLC ADVERTISERS. Page 34 Send all publishing inquires, manuscripts and PLEASE USE THEIR Aircraft Logs photos to the Editor. The Editor is responsible SERVICES WHENEVER Page 22 for initial review of all submissions and content. POSSIBLE AND Aircraft Training Services TELL THEM YOU SAW Page 9 THEIR AD IN THE Publisher Arizona Aircraft Accessories Association Management, Inc. (AMI) MALIBU●MIRAGE Page 31 San Antonio, TX 78232 MAGAZINE. ASI/Modern Aero Page 9 Ship To: AMI Aviation Sales, Inc. 140 Heimer Rd., Suite 560 Page 40 San Antonio, TX 78232 Aviation Training Management (210) 491-9473 ● Fax (210) 525-8085 Page 61 Email: [email protected] Bruce’s Custom Covers Page 35 Design Classified Ads Page 61 Diana Ramirez Columbia Aircraft Sales Page 44 Officers & Directors Des Moines Flying Services, Inc. Dr. James R. Yankaskas Page 26 President & Board Member Eclipse International, Inc. e-mail: [email protected] Page 37 Mona Rathmel Enhanced Flight Group Page 8 Secretary/Treasurer & Board Member Finnoff Aviation Douglas Leet Page 27 Board Member Flight Safety International John Kihm Inside Back Cover, page 63 Board Member General Aviation and Modification, Inc. Richard Geist Page 41 Board Member Hartzell Propeller, Inc. Don Lockhart Page 48 Board Member Holland Aero Larry Johnson Page30 Board Member JetProp Jeff Schweitzer Page 31 Board Member Kansas City Aviation Center Page 60 Jonathan Sisk Lester Kyle’s Aircraft Training Board Member Pagae 39 Mariani Aviation Service Executive Director Page 43 Russ Caauwe M●MOPA Murmer Aircraft Services P.O. Box 1288 Page 50 Green Valley, AZ 85622 New Piper Aircraft, Inc. Phone: (520) 399-1121 Page 10, 11, 13 US members fax us at: (866) 292-7547 On Eagle’s Wings Outside of the US, fax us at: (862) 902-1551 Page 15 Headquarters e-mail: [email protected] Pik*West Insurance Page 57 Website: http://www.mmopa.com Pilatus Page 5 Convention Coordinator Plastech Corporation Bill Alberts Page 35 (843) 785-9358 ● Fax: (866) 445-8171 Premier Aircraft Page 59 Professional Insurance Management Page 51 Richard Bynum & Associates Page 21 RWR Pilot Training Page 39 Saunders Aircraft Sales Page 50 Scheyden Eyewear Disclaimer Page 23 Schweiss Bi-Fold Door The comments, articles, stories, letters and information Page 43 contained in this magazine are the personal opinions of Scope Leasing the writers and are not to be construed to be-official Page 49 policy or commentary of the Malibu-Mirage Owners and Sim/Com Training Center Pilots Association. Back Cover,Page 64 Skytech, Inc. Neither the Association nor its directors, officers nor the Page 58 Publisher give any official sanction to any articles, stories, Socata Aircraft, Inc. letters or information contained herein. Inside Front Cover Page 2 Southeast Piper THE PILOT-IN-COMMAND IS RESPONSIBLE FOR THE SAFE Page 22, 45 AND PROPER OPERATION OF HIS/HER AIRCRAFT AND IT Victor Aviation IS THE RESPONSIBLILITY OF THE PILOT-IN-COMMAND TO Page 50 OPERATE THAT AIRCRAFT IN COMPLIANCE WITH THAT AIRCRAFT’S PILOT’S OPERATING HANDBOOK AND OTHER OFFICIAL MANUALS AND DIRECTIVES.
SUMMER 2008 4 M MOPA SUMMER 2008 5 M MOPA LetterM•MOPA from the Editor by Jeff Schweitzer
one who has spoken directly to his airplane, Overwhelming Response sometimes using some less-than-charitable My server was nearly overloaded, my email language. So I know you will understand. I box almost maxed out and my phone rang felt my airplane was getting “tired” as I was incessantly as one person actually responded approaching my annual. I have struggled to my article on risk management. Thank to articulate exactly what that means, with you Gary. I derive deep satisfaction knowing no success. But the sense is real. The that I am reaching such a broad audience. airplane definitely began to have the feel of a runner coming across the finish line after Ginormous a grueling marathon. While I take my plane My wife and I were traveling back from in every 100 hours, the last year saw over Malaysia in early March, with a connection 400 hours of operation. Even with routine in Singapore. As we approached our gate, maintenance in between, that adds up. an amazing sight greeted us. At the next Toward the end, failures became a bit more gate over sat an Airbus A380 superjumbo frequent, requiring some between-100-hour jet. Only three are flying right now, all with care. Some engine gauges went belly up; Singapore Airlines. The aircraft is so large my HSI tumbled; the nose wheel took a bit that the dimensions are hard to fathom, longer to extend and lock; I was getting a even gazing at the structure in person. Our bit-too-often cycling of the hydraulic pump airplane was a Boeing 747, so I had the in flight. The door cable was a tad frayed. opportunity to see the two side by side. The Rolls Royce Cowboys My baggage compartment would leak in 747 is a behemoth, but clearly smaller than As the most popular destination for tourists a heavy rain. Nothing to get my heart rate the new kid on the block. The Airbus A380 in Texas, Dallas is a great venue for the accelerating, but just a slow accumulation of has a wingspan of 262 feet, more than 50 2008 MMOPA convention. The city attracts ever-more-frequent issues to address. The feet longer than the 747. The tail reaches visitors from around the globe with its airplane was ready for her annual exam, and up to 79 feet, compared to 63 feet. The four quirky history and out-sized expectations. was not shy about letting me know. And she engines develop a total of 84,000 lbs of thrust Just mention Dallas and images of a slow appreciated the attention. Just as I felt the compared to the 747’s 62,000 lbs. Maximum drawl and wildcat gushers immediately airplane was tired upon delivery to Mead takeoff weight is 1.19 million pounds, about come to mind. You just cannot get away Aircraft, the plane was downright spry when 40% more than the Boeing’s 800,750 lbs. from the stereotype, in part because the I picked her up. All systems go, pressures This is a big machine. To stuff 500 people image reflects a bit of reality. With cycles up, cables taut, struts adjusted, springs inside, special gangways are needed to of boom and bust, of excessive wealth and tight, fluid levels full, sparking clean and connect passengers to the upper and lower spectacular falls, of traditional ranching and waxed, the aircraft had a distinctly different decks. The split gangways look like the arms leading edge technologies, of old-time West feel. She, and I, were happy campers as of a giant articulated robot reaching out to and aerospace pioneering, Dallas never fails we bounded off the runway for home base. grab the airplane in a half-Nelson. Danger to intrigue. In this issue, in preparation for Happy that is until the next failure, when I Will Robinson! I remain partial to the lines our 2008 annual meeting, I humbly offer you will let loose another invective, and trek once and style of the 747, but one cannot help a brilliantly-written, spell-binding, nail-biting, again up to Kansas. but be impressed by the engineering behind in-depth, comprehensive, entertaining, yet the A380. I understand the physics of flight, understated, narrative describing this fasci- nating Metroplex.
Gracing our cover is an aerial photo of the convention’s host airport, Collin County Regional at McKinney (KTKI). The image is brought to us courtesy of Jim Wilson, one of the top aviation photographers in the world today. By fortunate coincidence, Jim is based out of KTKI. A pilot for over 35 years, Jim is often seen in his beautifully restored 1943 AT-6, his Cessna 182, his Legend Cub or his aerobatic biplane that he built from scratch. For more of his great work, visit www.jimwilsonphotography.com.
Anthropomorphism While our airplanes are nothing but a bucket of bolts, some aluminum sheets, a bundle of wires and some hydraulic fluid, most of us view our aircraft as something closer to a living being. As with ships, we often use “she” instead of “it” in reference to our craft. How many times have you seen a pilot walk up to his airplane and give her a little pat of approval? I am not the only
SUMMER 2008 6 M MOPA 530W. I had earlier installed a 430W, but quite deliberately did not connect the unit to the autopilot, only to NAV 2, for reasons of paranoia. This next installation was a bigger step, one that would require I overcome my trepidations. I called to schedule the work with the real-life George (Clobes) at Wells Aircraft in Hutchinson, who installed the 430W. That unit worked perfectly from the moment I picked up the airplane – why argue with success? Unfortunately, I learned that George is finally going to retire. Apparently he is serious this time. Others will take his place at Wells, and I am sure they will do excellent work. But given my paranoid delusions of victimhood, I have decided to forsake geography for another proven shop, Vero Beach Avionics. I chose them because John Mariani, who is based in Vero Beach and already a named-insured on my airplane, can do all of the test flying for me to work out the bugs before I pick up the plane. I will let you know if my last vestiges of sanity remain loosely intact when I am done.
Which brings me to my main point, and I indeed have one. The magazine should have a regular column on avionics. I know that my angst is not unique. Nothing in aviation is changing more rapidly or radically. I believe that avionics failures, diagnoses and repairs will become the greatest threat to launch reliability. We are at a point where a change in one line of code in one machine in a software upgrade can completely disable another, with no clear path to identify the cause of the problem. We have units from different manufacturers attempting to communicate, each on a different upgrade schedule using different software packages and programming philosophies. Each panel is now becoming a unique configuration. Gone forever is the standard six-pack you could expect to find in any cockpit. With a complete absence of standardization, every repair job is one-off in which the wheel must be reinvented each time. As markets and technologies shake out, we enter a transitional period that will be expensive, time consuming and frustrating.
Given this growing chaos, we need help. The author of this new column would keep us all up to date on latest developments, provide and know Bernoulli’s equations well, but still has worked flawlessly since, with one tips on using the most common avionics to stand in awe that such a beast can fly. exception. While flying back from Europe, their fullest potential, and describe how to my AI shorted out the autopilot computer, a respond to typical failures in the panel. Yes, Snake Bit problem that turned out to be terribly difficult we will be exceedingly careful not to endorse Shortly after buying my airplane, I to pin down. Again, I had to visit multiple one manufacturer over a competitor. Instead, encountered an autopilot problem. Only after shops before getting the problem fixed. In we will stick to the verifiable facts, and let the one year of misery, which included visits to any case, I am understandably a bit leery of cards fall where they may. If you would like multiple avionics shops, misdiagnoses, test any changes to my panel that would involve to volunteer somebody for this prestigious flights with King representatives, swapped George. I just do not have the stomach for position, please let me know. parts, huge expense and great frustration more autopilot problems. Nevertheless, did I finally achieve success. The autopilot I was going to bite the bullet and install a
SUMMER 2008 7 M MOPA SUMMER 2008 8 M MOPA SUMMER 2008 9 M MOPA Piper Perspective
Top of the Line Pipers: Good News on All Fronts Meridian, Mirage, Matrix, and PiperJet All Going Strong
by James K. Bass President and CEO The New Piper Aircraft, Inc.
Piper’s machinery continues strong, as 540-AE2A engine; and he can monitor the the company rolls out new Piper Meridians engine from the cockpit, where the Avidyne and Mirages for the cabin-class crowd. Entegra system makes the information Meanwhile, the new Piper Matrix, introduced always available. at the AOPA convention last October, is sold out through 2008. The PiperJet has more Piper engineers translated the unpressurized than 190 contracted orders and is awaiting airframe’s reduced complexity into lighter its proof-of-concept first flight scheduled for airframe weight, getting in return greater this year. payload with long range and economy. The Matrix’s large cabin isn’t just for looks: On every front, Piper is hearing good things, you can fill up the seats and still travel and the public’s acceptance of the new long distances, without having to make the Piper Matrix is beyond our projections. From compromises that pilots have put up with pistons to turboprops to jets, progress at our over the years. factory in Vero Beach continues, spurred on by strong sales. The Piper Matrix has a maximum cruise speed of 213 knots and, at long range cruise Matrix power, a full-fuel range of 1,020 nautical miles. The Matrix, introduced just half a year ago, With an 800-pound payload at 17,500 feet, was awarded its Type Certificate in industry- close to the maximum altitude where oxygen record time. Moreover, as you know, the cannula can be used, the Matrix achieves a current offerings in our lineup each feature maximum cruise speed of 200 knots and a all-glass flight decks and myriad additional range of more than 800 nautical miles. At a design enhancements and features that hypothetical non-oxygen altitude of 12,000 make aviation exciting and rewarding while feet, again carrying an 800-pound payload, being user-friendly, more-comfortable, and the Matrix delivers a maximum cruise speed ultimately safer. of 188 knots and a range of 800 nautical miles. At 17,500 feet or 12,000 feet, the Matrix The Matrix, officially known as PA46R- could increase its range approximately 190 350T, is our new high-performance, high- nautical miles by reducing cabin payload utility machine that we can think of as a 120 pounds and filling the tanks with an bigger, faster, better Saratoga. The Matrix extra 20 gallons of fuel. The payload/range is spacious and fast for its class. And the envelope of the Matrix, in fact, is unmatched Matrix is indeed better, especially for pilots in its class on every front: speed, space, who want performance without complexity. comfort, insurance, and operating costs. And that’s no wonder, considering that the aircraft is basically an unpressurized Mirage. The Matrix, as is the case with all of Piper’s Under the cowl, the Matrix owner can show top-end aircraft, can be certified for flight off his 350hp, 2000-hour TBO Lycoming TIO- into known icing, and the system does not
cont. page 12 ►
SUMMER 2008 10 M MOPA SUMMER 2008 11 M MOPA Piper Perspective (continued)
Pressurized and superbly comfortable, the with airframe parts, and is fully behind 500shp, Pratt & Whitney-powered Meridian, all passenger locations. Everything that and its turbocharged piston-powered brother, could be in contact with debris has extra, the Mirage, can fly over a lot of the weather exotic-materials shielding. Additionally, the and easily make the intra-continental flights engine’s noise is isolated up and away, and that are the bread and butter of corporate to the rear. travel. The plane does so at a fraction of the cost of taking the trip in a jet, at a penalty of We’ve also prepared the PiperJet for a very few minutes of flying time. smooth ride on the ground by making trailing-link main gear a mainstay element PiperJet of the airplane, a plus on rough or even Not that Piper is letting the VLJ market get unpaved surfaces. away. The PiperJet, with similar cabin size require additional pilot attention, as does a to the Meridian, has the largest engine in Most transcontinental trips require only a weeping wing system. Speed brakes help the VLJ class, the Williams FJ-44-3AP. The single fuel stop. The 35,000-foot ceiling and the Matrix owner use additional airports, airplane can be capacious and comfortable RVSM certification ensure that the 340-knot further increasing the machine’s utility. because that is one powerful engine, and cruise will be comfortable for passengers and Luxury and convenience, too, are apparent the plane is a fuel and maintenance miser pilot. Comfort is required for occupants in the to passengers in features like the Matrix’s because PiperJet needs just one power back, but is also appreciated by the two up stair door and cabin-class features. plant. front, whose comfort level can translate into efficiency, alertness, even the ultimate safety So, unlike the pilot who bought a less-efficient of the flight. Pilot workload will be reduced airplane that carries lighter payloads, goes through such systems as Piper’s automatic slower, has more flight limitations, and uses pitch control, FADEC, optional auto-throttle, more fuel, the Matrix owner just says, “All certification for flight into known icing, and aboard.” He also arrives sooner. Pulling up an all-glass, state-of-the-art flight deck. to the fuel farm, he or she can handle that task, too, with less drama. Our design team focused on the latest in ergonomic advances in automobiles, Piper, in fact, is quietly emerging as the value incorporating a sophisticated color palette leader in the design and delivery of high- with spacious, energetic design. The class, high-performance air transportation. PiperJet features luxurious leather seats, The exchange rate trend of major currencies deep zebra wood details and rich fabrics against the U.S. dollar is making the line The PiperJet has an impressive and and trim. The interior incorporates perfectly- even more appealing as the Matrix becomes aerodynamically-revealing 17:1 glide ratio. placed storage space, cup holders and certified outside of North America. So start with full tanks and the aircraft can docking stations for personal electronics. carry 800 additional pounds of people The design is equally attentive to pilot and and baggage for 1,300 nautical miles. passenger comfort and needs, reduced Ultimate passenger load is either six (when workload and ease of operation. configured with a forward lav) or seven, plus two front-seats, features that continue to The philosophy behind the PiperJet is spur sales. To date, we have 190 contracted simple. Every measure has been taken to orders, driven in large part by the airplane’s make sure that the PiperJet provides what overall competitiveness and the fact that our customers have told us they want and the PiperJet will be certified for single-pilot need in a jet, and to anticipate what they will operations. need in the future. At the end of the day, it’s not about being first to market, it’s about With a unique high-tail mounting for all getting it right in the first place. Our single- that power, our engineers have invented a engine approach is looking smarter every seamless solution to the perennial thrust- day with fuel costs up some 70% since we Meridian line problem that this design has often announced the program. At the same time, The turboprop Meridian, with its quiet encountered; they developed an automatic our jet hasn’t had to get any slower or any cabin and fast cruise speeds, continues pitch-trim system that reads and anticipates smaller to meet the market’s needs. It started to be popular among pilots and corporate the airplane’s needs, according to the right in the first place. executives for business and personal attitude of the aircraft and thrust changes. transportation. The Meridian’s capabilities The pilot need not worry, and the passengers often get the airplane mentioned alongside will never know, or notice. true jets. In fact, Professional Pilot magazine in the 2007 VLJ issue noted that, “the Piper Additional benefits of a single engine go Meridian represents a perfect bridge for the beyond the obvious fuel and maintenance GA pilot to use while crossing into pure-jet savings. The engine’s location is great territory. Some may indeed find that the for accessibility for inspection; the high- versatility and economy of the Meridian tail mount position is also the safest of all make VLJs just a bit more than necessary.” in the unlikely event of rotor burst. Such an explosion would have minimal contact
SUMMER 2008 12 M MOPA SUMMER 2008 13 M MOPA Note from the President
Goals and Member Benefits by Jim Yankaskas
Safety First maintain good communication channels projects and subcommittees. MMOPA’s principal purpose is to promote with Piper to get accurate data and product safety through education and training. The support. Communications organization strives to keep owners and MMOPA has members with great ideas and operators of the PA-46 informed about all Douglas Leet serves as our Ombudsman. talents, and can accomplish more as a group issues relevant to the safe operation of these In that capacity he interacts with Piper as than as individuals. Good communications aircraft. Our major training and educational member advocate for problems not solved support our efforts and make MMOPA activities include the academic program at through the standard channels. The a better overall organization. Here is a the annual convention, the Malibu/Mirage Ombudsman facilitates problem solving summary of our major venues. Safety and Training Foundation (M/MS&TF) in situations where good faith efforts by programs, the Malibu/Mirage magazine and an owner and his Piper dealer have not MMOPA Magazine the MMOPA website. succeeded. Details of the Ombudsman The MMOPA magazine has become the program are described in Richard Bynum’s national standard of quality for type-specific The academic program has advanced from Note from the President (Spring 2002, Malibu/ aviation organizations. The magazine is a collection of available speakers to vetted Mirage magazine Volume 11, Number 2, sent to all members, and we estimate that experts from aviation and academia who pages 11-12). Doug’s quiet diplomacy more than 70% of members read each present up-to-date and important data. has been effective, and by necessity much issue. The magazine is a great vehicle to Former MMOPA President Douglas Leet and remains behind the scenes. distribute educational materials and safety his academic program committee have set news. Due to the significant publication higher standards every year. Newer Board activities include a convention lead time of about 3 months, Editor Jeff site selection subcommittee (led by Richard Schweitzer and Webmaster Tom Kieffer now The M/MS&TF organizes top quality Geist) to help with timely planning, and an post an electronic version on the MMOPA classroom, flight, and maintenance training engine mount subcommittee (headed by website under the Resources section within sessions. These provide members with an me). The latter is evaluating the engine a few days of submission to the printer. efficient way to get semi-annual proficiency mount and nose gear failures that the Board Back issues through summer 1995 are training similar to that proven to be effective addressed in 2002. We are collecting data available in the Resources section as well. in commercial airlines. Mona Rathmel, who on the engine mounts produced, number Our Executive Director Russ Caauwe has leads the M/MS&TF, organizes effective and replaced, failure modes, and reported provided PDF files of the earliest issues economical programs across the country. accidents. Piper expressed strong interest to Tom Kieffer. These will round out our The Safety Foundation has developed into and provided the requested data promptly. electronic library, which is rich in information one of our most valuable member benefits. For details about nose gear steering issues, about MMOPA’s origin, goals, and history, please see the Piper Customer Information and in maintenance, safety, travel and other Issues and Answers Letter of 3/27/08 that is posted on www.piper. aviation tips. The Board works through subcommittees com in the Services/Piper ATIS section. to manage recurrent and episodic issues. Website One example of the latter is the 2000-2003 Growing Commitment Our website, developed by Lew Donzis and Lycoming crankshaft problems and Our by-laws specify that the Board of upgraded by Tom Kieffer, provides a robust recall. Board members worked closely Directors shall manage the affairs of source of MMOPA and PA-46 information. with Lycoming President Mike Wolf and the organization. Board activities have The Forums are a rapid and widely available Engineering Vice President Rick Moffett. expanded to meet these needs as our fleet means of promoting communication among They both participated in our 2001 Asheville has expanded and MMOPA membership members. I see the Forum posts daily Convention and explained the manufacturing has grown. Regular addition and rotation of and use them to follow the activities and issues, educated members, and facilitated Board members is good for MMOPA’s well- concerns of our members, and to help in effective problem resolution. More recent being. In 2007, John Kihm, Don Lockard and troubleshooting and trip planning. The issues include replacement fuel caps, the Jon Sisk joined this volunteer Board, each Forum use is high and grows every month. cockpit left side window, and service centers improving the representation of different Today’s summary lists 45,694 posts on 5698 for out-of-warrantee aircraft. MMOPA does models in our fleet. This is a working Board, topics. The information in the More Stats not provide parts or service, but can and and prior MMOPA contributions help identify section provides insight into the breadth and does advocate for member needs, especially candidate members. Board members depth of the shared knowledge. We estimate when problems affect a significant portion of support the interests of MMOPA, advance that 30% of our members participate in the our fleet. Most of our progress has come the goals stated in our by-laws, attend the website regularly, and about a third receives from working with the manufacturers and annual Board meeting, help plan and run the posts automatically without logging in. by facilitating regular service channels to the annual convention, participate in Board Another third of our members have never support MMOPA’s members. We strive to conference calls, and work on other MMOPA registered to use the site, and we encourage
SUMMER 2008 14 M MOPA them to join in. More website features are To further improve communications I will and in the back of the magazine. There are coming in the next few months, so please post summaries of major Board activities on five flight and three maintenance sessions take advantage of this great MMOPA benefit. the website and in the magazine twice a year, scheduled in the remainder of 2008. Both the magazine and the website have once after the spring Board meeting and matured into financially self-sustaining once after the convention. This resumes a Volunteers member benefits. practice initiated by Sy Weiner in the summer MMOPA is a volunteer organization. The 1995 issue of the Malibu-Mirage newsletter organization’s accomplishments, successes Annual Membership Meeting (Volume 3, Number 3, page 31). and benefits are due to the combined The annual membership meeting at our efforts of many individuals. The Board and I convention is a key time for the members Updates encourage active participation by members, and Board to interact. This important Here are some timely news items. First, to improve our work, foster camaraderie, meeting is the perfect opportunity to review block your calendars for our 2008 convention and help us reach our goals of better status reports, discuss active concerns in Dallas on September 25-27. Second, our aviation education and safety. There are and problems, and allow time for member annual Board meeting took place on April many opportunities to pitch in and make input. At our Tulsa convention in 2007, we 5, 2008 in Dallas. As mentioned above, a difference. Numerous individuals have extended the membership meeting from the summary of key actions is forthcoming. contacted me directly to volunteer their 60 to 90 minutes and made the session the Third, send your 2008 academic program expert services, and I appreciate their offers last of the day to ensure adequate time to topic and speaker suggestions to Doug and suggestions. Such input will improve discuss all issues. This was effective and Leet, Jon Sisk or me. These will broaden MMOPA and make our growing organization well-received, so we will do the same this input and supplement the list generated at stronger. I look forward to seeing and year. About 20% of our members attend this our Board meeting brainstorming session. hearing from many of you throughout the annual meeting. Fourth, sign up for the M/MS&TF sessions year. listed in the Events section of the website
SUMMER 2008 15 M MOPA Oil Baron Cowboys A Pre-Convention Tour Dallas, Texas
by Jeff Schweitzer
Perhaps because so many people wanted to The famous city skyline is comprised of a with the local Indians, the abundance of know who shot JR, I am often asked when gaggle of skyscrapers, including the Bank water, and availability of raw land, Bryan laid traveling abroad if I am from Dallas. One of of America Plaza topping out at 930 feet, 12 claim to 640 acres to establish his business. the cities best known outside our borders, other buildings higher than 600 feet and a On his new property he quickly laid out a along with New York, Los Angeles and San dozen more exceeding 400 feet. But while town with the requisite courthouse square, Francisco, Dallas enjoys a bigger-than-life those attributes are impressive, Dallas is surrounded by 20 streets. Old Bryan chose reputation as America’s playground for oil really much more than just the city proper. well, for soon after claiming the land, others baron cowboys in ten-gallon hats and wallets When talking about Dallas, people are really settled in. The railroads came in the 1870s, fat with cash. If all things are big in Texas, referring to what locals call the “Metroplex” followed by the Federal Reserve Bank in they are even bigger in Dallas. The city was of Dallas and Fort Worth. This broader area 1914, the Southern Methodist University in founded on big ideas, impossible dreams is home to 6.5 million people, and of course 1915, and Dallas Love Field in 1917. and outsized egos. Dallas is a longhorn- to DFW International, the world’s largest adorned Rolls-Royce sitting ostentatiously airport. Liquid Gold outside a palatial ranch home. But we all know the big story here is oil. So let’s take a tour of this iconic American city Columbus Marion Joiner struck oil 100 Not surprisingly, Dallas is the number one and its quirky and colorful past as MMOPA miles east of Dallas on September 5, 1930, tourist destination in Texas. And nobody visits prepares to invade in September. We will establishing the East Texas Oil Field. To put Dallas without bringing along caricatures of discover that the Dallas Metroplex offers a this important discovery in perspective, the the city already implanted by urban myths. welcoming blend of Southwestern warmth, field was then the largest known petroleum Yet in many ways, Dallas is even grander in cosmopolitan sophistication, and old west deposit on earth. Dallas was the Saudi reality than by reputation. The city’s modest charm steeped in the history of Texas. Arabia of the early 1900s. To this day, the population of 1.2 million enjoys access to a field remains the largest and most prolific oil dense array of museums, galleries, theaters, Early Settlers reservoir in the contiguous United States. shopping centers and parks not seen in John Neely Bryan first settled in what is Since that fateful October day, more than cities much bigger. Seventeen beautiful now Dallas in 1841, establishing a trading 30,000 wells have been drilled within the lakes offer swimming, boating and skiing post near the banks of the Trinity River. field’s 140,000 acres, yielding 5.2 billion within just a short drive from downtown. Impressed with the potential for commerce barrels of oil.
SUMMER 2008 16 M MOPA The early exploration of this East Texas Early operations were not promising. After again was a bit foolhardy, if not outright Oil Field is in fact the story of Dallas, and six months of drilling, reaching down to a mad. Nothing he saw would indicate that therefore is worth mining in some detail if depth of 1098 feet, Joiner had nothing to his third effort would result in anything more we are to understand our host city. Besides show for the effort but a stuck pipe, which favorable than the first two failed attempts. being more entertaining than fiction, the story forced him to abandon the hole. Not to be Yet drill he did. exposes the grit, iron will, raw determination, discouraged by this failure, he simply started courage, and doggedness of the rather over, sending out another mailer, forming The third hole was 375 feet from the second. shady characters that worked the area. C. another syndicate, and exchanging shares Using the same weary farm labor, tired M. Joiner embodies all at once the best and for labor and materials from other locals. equipment and rusty pipes as before, Joiner worst of the early settlers. With the new scheme in place, he began reached 1,200 feet after three days of drilling drilling only 100 feet from the abandoned rig. in May 1930. To fire the boilers driving the Truth be told, Joiner was a bit of a scam After eleven months of intermittent drilling, rig, green wood, and then old auto tires, artist. To attract investors, he sent out a Joiner hit a depth of 2,518 feet. Then, as were used as fuel. The combination of bad report of dubious veracity claiming that before, the pipe twisted off and blocked the fuel and old equipment led to an explosion, major oil companies were actively leasing hole. Hey, nobody said it would be easy. seriously burning the rig master. Drilling was land held by his syndicate. The only shut down until his recovery 3 months later. problem with that claim was the absence of Obsessed with his quest, Joiner formed Progress from August to January was slow, any oil companies leasing his land. He also a third syndicate as he did with the first when winter stopped drilling at only 1,530 set up a rusty drilling rig using mismatched two. With hindsight, knowing now that he feet. and worn out equipment to impress potential eventually discovered the world’s largest and naive investors with a good visual prop. oil deposit at the time, this effort seems The audacious tenacity of this effort is not The scheme worked. He was able to attract reasonable. But put yourself in his position easy to grasp, particularly when chance of hardscrabble farmers and town folk who as the second rig failed. After two years of success was extraordinarily remote under were drawn to Joiner’s poor-boy operation hardship and frustration, disappointed and the best of circumstances. Three years of and the opportunity to obtain shares in the angry investors, after discovering nothing failure, explosions, injury, financial stress, syndicate by donating labor and supplies. but dirt, and no real reason to believe that oil actually lay beneath, the notion of drilling cont. page 18 ►
SUMMER 2008 17 M MOPA decaying equipment, irate farmers, and dry fields, proved to be part of a single vast pool costliest airport in the world. DFW is so big, holes would deter most mortals. Only fools of oil. Operators were producing 900,000 exceeding the size of Manhattan Island, that thought oil lay under ground. But come barrels per day from 1200 wells. Oil was the U.S. Post Office designated the field as a spring, Joiner continued to drill. selling at 46 cents per barrel, a long way city with its own zip code, which at the time from the $115 mark recently witnessed. was unprecedented for an airfield. Eureka Over the next six months, beginning in The abundance of fossil fuels brought In addition to impressive acreage, DFW is March 1930, the drill reached a depth of forth geysers of money, which led Dallas to the third busiest airport in the world in terms 3,592 feet. Then on September 5, the rig become a major financial center. Extracting of passenger traffic. DFW recently surpassed started to flow live oil and gas in what is the oil required ever-advancing technologies, 60 million passengers per year. (Denver called a “drill stem test.” Initial production so Dallas became a leading technology International Airport is now the biggest was 300 barrels per day, which came as a center. The influx of materials and people by area and fourth in terms of passenger surprise to Joiner. Using math that only a made Dallas a transportation center. So, traffic). One study demonstrated that DFW magician could love, Joiner had sold more while Dallas is about oil, it is not only about contributes $8.4 billion annually to the local than 100% of the shares of his syndicate. oil. Aviation has also been a driving force, economy and creates 167,000 local jobs. That was not a problem if no revenue was from the earliest days. flowing in, but created a dilemma with the Not So Big threat of real income. A Friend to Aviation Our host airport, McKinney Collin-County Note the smooth, suave and Region (KTKI), has more modest dimensions, seamless segue to aviation. Yes, but offers the huge benefit of easy in and indeed, I’ve done it again. I feel out and plenty of ramp space for MMOPA’s safe in congratulating myself here numerous airplanes. Cutter Aviation will be because I doubt anybody will have our host FBO, which will provide arriving read this far. pilots with a warm welcome in a cozy but well-equipped and nicely-appointed terminal Anyway, for those of you still with building. The towered field sees about me, Dallas is truly an aviation hub 100,000 operations per year. The airport’s densely populated with airports big and small. Love Field was the first, inaugurated in 1917 as a military airport, and then opened to civilian traffic in 1928. Most of us in MMOPA are old enough to remember Braniff Airways. In 1936 the airline moved company headquarters to Love Field as the region became ever more important to aviation. By 1958, a new terminal building was one runway, 17/35, is 7,001 feet long by 100 hosting American, Braniff, Central, feet wide. Thank goodness for that extra 1 Continental, Delta and Trans Texas. foot, because otherwise… Jets arrived there in 1959 with Continental’s Vickers Viscount. Instrument approaches include a Category I ILS to runway 17 and RNAV (GPS) President Kennedy arrived at Love procedures to runways 17 and 35. When you Independent and major oil companies rushed Field on November 22, 1963. After his start looking for these charts, beware that the to secure leases following Joiner’s success. assassination, Lyndon Johnson was sworn airport is not found under “Dallas” but rather The new math eventually did not add up for in as president aboard Air Force One on the under “McKinney” Texas. The airspace is Joiner, however. His interests in the field field. busy, but the field is just far enough away were in receivership when the rush began. from the maelstrom of DFW that arrival and One independent prospector, H.L. Hunt, A Behemoth departures are easily accommodated by took advantage of Joiner’s misfortune by In spite of its rich history as the center of air ATC with little fuss. purchasing 5,000 acres of leases, including traffic in central Texas, Love Field would be the land that held Joiner’s successful rig. eclipsed as the region’s transportation hub That and other holes were soon pumping with the construction of Dallas Fort Worth The Intercontinental Dallas oil through a pipeline created by Hunt to the International Airport, which began operations Just as our host airport is in McKinney Sinclair Oil and Refining Company loading on January 13, 1974. rather than Dallas, our convention center dock at the Missouri-Pacific Railroad. The and hotel are in Addison, a northern suburb, first oil to leave the field did so in 13 tank DFW is a facility of superlatives. Prior to rather than in Dallas proper. But all of this cars, each carrying 10,000 gallons. A new the official opening, DFW saw the first U.S. is really what everybody considers “Dallas,” era was born. landing of the supersonic Concord. Within as in the Metroplex. The location is central 3 months after the first official inaugural to all major attractions and just a short hop Miles away other majors and independents landing of American Airlines #341 from from downtown. Within walking distance were finding oil in great quantities. By early Little Rock, the airport was averaging 18,000 you will find over 150 restaurants, as well as spring of 1931 the widely-spaced discoveries, passengers per day. At nearly 30 square numerous nightspots. initially thought to be from independent miles, DFW had become the largest and
SUMMER 2008 18 M MOPA and of course, a wide selection of drinks from hardcore neat to those fluorescent concoctions with umbrellas and fruit slices adorning the rim. Should you feel guilty the next morning, work out your angst at the 24-hour Health Club, which includes an outdoor pool with Jacuzzi, two indoor racquetball courts, tennis courts, and roof-top running track. The men’s and women’s lockers each have saunas and steam rooms to help sweat out the excess ethanol from the previous evening.
Local Attractions The Dallas Metroplex has no shortage of world-class amenities and attractions, with a dense population of museums, galleries, and historic sites.
Cavanaugh Flight Museum Given that we are a flying organization, I will start with the aviation museum, situated right on the field at Addison Airport. What immediately sets the facility apart from most The hotel meets MMOPA’s exacting floor others is the quality of requirements with over 100,000 square the rare aircraft and the feet of convention space, including 37 airworthy condition of individual meeting rooms. Our vendors nearly all the examples on will be pleased. If that were not enough, the museum floor. we will enjoy the 10,000 square feet of “pre- function” space to further accommodate I was given a tour by Kevin our needs, including that for evening Raulie, Assistant Director drinks. Of course wireless Internet is of the museum. He flies available throughout. most of the airplanes on display. From WWI these include the Sopwith Camel and the Fokker D.VII, and from WWII, the P-51 Mustang, the Spitfire Mk. VIII, the P-47 Thunderbolt, the F4U-4 Corsair, the F4-F/FM-2 Wildcat, the German Me-109, the TBM-3E Avenger, and the B-25J Mitchell. From the Cold War, the museum has the F9F-2B Panther, the MiG-15, the F-86 Sabre, the F-4C Phantom, the F-104A Starfighter, and the US-2B Tracker, just to name a few. I am impressed! I was challenged just going back and forth between a C172, Bonanza and Baron when I was renting. Kevin showed me the museum’s maintenance facility, which MMOPA members will be able to visit; seeing the old War Birds under active maintenance in the repair shop was like stepping back 50 years into a field unit somewhere in the war theater. I suspect MMOPA will have an event scheduled here during the convention. The museum is a gem that no pilot will want to miss.
The hotel is large, with 528 rooms, but not overwhelmingly so. Newly opened in the lobby is a Starbucks, which joins the original Gift Shop, Florist, Men’s Boutique and Hair Salon. Sadly, I have no need for the hair salon. The rooms are precisely what one would expect from an Intercontinental property. However, if standard luxury does not suffice, the hotel offers 24 bi-level suites and 7 patio suites. The Monte Carlo restaurant serves breakfast, lunch and dinner if you have a mad need to break out from the convention. For evening activities when all but the last diehard lounge lizards have gone to bed, the Bristol Lounge provides live entertainment, cont. page 20 ►
SUMMER 2008 19 M MOPA King Tut and the Dallas Museum of Art Viewers in the United States and 95 foreign Sixth Floor Museum at Dealey Plaza Our timing is a bit off here. On October countries would await each twist in the The now-infamous red brick building was 3, the Dallas Museum of Art will open the series, worrying who in the Ewings family known as the Texas School Book Depository display of Tutankhamen’s treasures for would be the next victim of intrigue. At its at the time of President Kennedy’s the first time in the United States after an peak, the series was the most watched show assassination. Conspiracy theories aside absence of more than 30 years. The exhibit in the world, and the week’s plot would be a for the moment, Oswald fired his shots from will display 130 dazzling artifacts from the highlight of conversation at the office and in the sixth floor as the president’s motorcade famous tomb. If you want to remain in Dallas the street. The show propelled a previously passed by. You can hear original newscasts, after the convention for the event, or return unknown Texas ranch into one immediately view historic footage and see walls of for the show, call 1-866-524-7687 to make recognized by a worldwide audience, which photographs from that fateful day. The reservations. But fear not if you miss King has now made the property a favorite tourist museum preserves two areas that appear Tut; you will still want to visit the museum’s destination. just as they did on November 22, 1963: impressive collection of more than 20,000 objects presented in spacious galleries on four floors covering 370,000 square feet. The museum features art from all time periods
and cultures. You’ll find one of the most comprehensive holdings of American silver in the world; you’ll see up close European paintings and sculptures from masters such as Monet, Degas, van Gogh, and Rodin; you can ogle at masterpieces by Greek, Roman and Etruscan artists; or you may spend your time enjoying Indonesian, Southeast Asian and African tribal arts or the ancient arts of the Americas. I generally do not enjoy spending much time in art museums, always looking for a viable excuse to leave. The Dallas World Aquarium Oswald’s sniper perch at the window, and the But I found myself extending my stay here As a marine biologist, I am biased in my staircase area where “a rifle was found,” and several times before having to depart for favorable reporting of the Dallas World from which Oswald exited the sixth floor. The other appointments. Aquarium. But I think even those who have surrounding Dealey Plaza, originally built as never dipped a toe in the ocean would a traffic gateway to downtown, is now best South Fork Ranch appreciate and enjoy this fine facility. The known for its grassy knoll. I understand that For those who might confuse the world of aquarium contains 85,000 gallons of salt much of what happened that day remains in television with reality, the South Fork Ranch water, including a 22,000 gallon walk- dispute, but regardless of where you stand in is just the place to visit. Here is where JR through tunnel, where you’ll get a view of the spectrum of conspiracies, this museum on the show “Dallas” perpetrated all of his wrasses, stingrays, seadragons, a rainbow is a worthy destination. nasty deeds. The saga started in 1978 and variety of other fish, and large marine Dallas Galleria soon went on to make television history. predators. You can get the sense of what Billed as “the most dynamic shopping SCUBA diving is like without getting wet, or environment in the southwest,” the Galleria is hassled by the wildlife. A river exhibit allows anchored by Nordstrom, Saks Fifth Avenue for underwater viewing of manatees, huge and Macy’s. Living up to a reputation turtles and large schools of fish. A bamboo- for opulence, the Galleria’s 1.9 million planked path takes you through the thick square feet also are home to 200 upscale foliage of the South American rainforest stores, including Louis Vuitton, Gucci, filled with rare plants and animals, including Bachendorf’s, Tiffany & Co., Baccarat, Karen monkeys, giant river otters, crocodiles and Miller, Gregory’s, and YLang23. You will not toucans. An outdoor lagoon is home to a go hungry while your purse gets lighter, with raucous population of penguins. A new over 25 restaurants from which to choose, exhibit called Mundo Maya is now home to including high-end authentic Japanese. In venomous snakes, Jaguars, Kemp’s Ridley the heart of the Galleria is the much-beloved sea turtles, and several species of owls and ice skating rink at the base of a great open eagles. atrium. The rink is framed by a dramatic
SUMMER 2008 20 M MOPA archway that incorporates a unique escalator curving along the arch as passengers are whisked to upper levels for ease in spending more money. During the holidays, the skating rink features the country’s tallest indoor Christmas tree. But I hate shopping so much of this was lost on me; I did enjoy the sushi.
Mark Your Calendars I look forward to seeing all of my fellow MMOPA members in Dallas. Remember to block off the dates now for September 24-28. That phrase is printed in Italics because every year, without fail, no matter how often we post the dates, or where we post them, some members will ask, “So when is the convention this year?” Mark these dates on your calendar. You know, a calendar is that time-tracking matrix with seven columns, each headed by a day of the week, usually organized into 30 or 31 day periods constituting what we call a month. Often, you’ll find that a calendar will gather 12 such months together before cycling over to a new year. I mention this because apparently a calendar is a foreign concept to some of us. So whip out this amazing time tracker, grab a pencil, flip through until you find September, and mark the dates.
Don’t miss this opportunity to visit one of America’s most fascinating and well-known cities. And don’t miss the opportunity to berate me in person: I will be there, waiting in great anticipation for the gathering crowds. I hope to see you soon.
SUMMER 2008 21 M MOPA SUMMER 2008 22 M MOPA SUMMER 2008 23 M MOPA Aviation News
by Doug Leet
Douglas Leet studied at Michigan State University and received his M.D. degree from The University of Chicago. Internship, residency and fellowship in General Surgery and Urology followed in Chapel Hill at The University of North Carolina. He practices Urology in Raleigh, specializing in pediatric and microsurgery, female urology and oncology. Flying was always just a dream until 1978, when he began early morning lessons before work during his fellowship in general surgery. Thirty days later, with nearly continuous ground school, he had his private certificate. Doug bought a 1964 Mooney M20E shortly thereafter and obtained his instrument ticket in 1980. The M20E was sold for an M20K (turbo), and finally the ultimate flying machine, his 1984 Malibu. Doug’s flying experiences expand across all of North America and into the Southern Caribbean.
Below is a synopsis of accidents involving This is preliminary information, subject to turn stall maneuver I had taught many times, the PA-46 airframe over the last 3 months. change, and may contain errors. Any errors but this time with no altitude to recover.” Seems to me that we should be doing better in this report will be corrected when the final than this. report has been completed. On January The airplane’s first point of impact was a 18, 2008, about 1230 CST, a single-engine field about 23-feet west of a metal barn. After From the NTSB Piper PA46-500TP airplane, N169CA, was the initial impact the airplane continued in NTSB Identification: DEN08CA045. destroyed upon impact with terrain following an eastward direction before impacting the The docket is stored in the Docket a loss of control while on an instrument barn. There were two individuals working in Management System (DMS). Please approach near San Antonio, Texas. The the barn at the time of the accident; however, contact Records Management Division instrument rated private pilot, sole occupant neither sustained injuries. The airplane 14 CFR Part 91: General Aviation of the airplane, was fatally injured. The came to rest in an upright position and was Accident occurred Saturday, December 29, airplane was registered to P.D. Leasing LLC, partially consumed in a post crash fire. 2007 in Gunnison, CO of San Antonio, Texas, and was operated Probable Cause Approval Date: 2/28/2008 by the pilot. Instrument meteorological One individual in the barn was an aircraft Aircraft: Piper PA-46-310P, registration: conditions prevailed throughout the area at mechanic. The mechanic reported hearing N33MF the time of the accident. An instrument flight an airplane engine for approximately 30 to Injuries: 5 Uninjured. rules (IFR) flight plan was filed for the Title 14 60 seconds. He described the engine noise Code of Federal Regulations Part 91 flight. as getting progressively louder before he The airplane was taking off. As the pilot began The 140-nautical mile cross-country flight heard and felt an impact. his takeoff roll, he noticed the airplane sliding originated from the Waco Regional Airport just a little. As he continued to accelerate, (ACT), Waco, Texas, at 1204, with the San At 1204, the automated weather observing he got the airplane straight and proceeded Antonio International Airport (SAT) as its system at the Stinson Municipal Airport down the center of the runway. The pilot intended destination. (SSF), San Antonio, Texas, located 6 said that at about 75 knots, he rotated. He nautical miles southwest from the accident said he was watching a snow plow that was According to radar and voice data for the site, reported wind from 360-degrees at farther down the runway and off to the side. flight, the pilot attempted to intercept the SAT 10 knots, 2 statute miles visibility with light He’d just gotten into the air, approximately instrument landing system (ILS) localizer for rain and mist, a 600 foot overcast, variable 5 feet above the runway, when the airplane Runway 30L three times without success. ceiling of 400 feet to 1,000 feet, temperature drifted left and the left main landing gear The pilot reported that he was having trouble 37-degrees Fahrenheit, dew point caught a snow bank. The airplane came performing a “coupled” approach and that 36-degrees Fahrenheit, and a barometric down, impacting the ground off the side of he was trying to “get control” of the airplane pressure setting of 30.14 inches of Mercury. the runway and coming to rest in the snow. before the flight disappeared from radar at The pilot and the four passengers on board approximately 1227. Pre-NTSB Report were not injured. The airplane sustained The following is from a newspaper account substantial damage. The pilot said he felt he An eyewitness, a retired Navy instructor of the tragic and public crash of a JetProp did not put in enough right rudder to counter pilot, located about one half mile northwest on March 28, 2008. The NTSB report is the torque of the propeller after he left the of the accident site, reported observing the pending. The title of the article, published ground. accident airplane descending through the on March 29, in the Edmonton Journal, is: overcast about 1227. The airplane leveled “Inflight Breakup” Caused Alta. Plane Wreck. The National Transportation Safety Board off about 300-feet above ground level (AGL) The article was written by Elise Stolte and determines the probable cause(s) of this and turned south on a compass heading Elizabeth Withey of Canwest News Service. accident as follows: The pilot’s failure to of approximately 195-degrees. A couple of maintain directional control of the airplane EDMONTON -Investigators spent minutes later the witness observed the airplane during takeoff resulting in the airplane hitting Saturday collecting airplane debris heading north on an approximate heading of a snow bank and subsequently, the ground. strewn over three kilometres of rough, 15-degrees but at a “much slower” airspeed. secluded terrain in eastern Alberta a day The eyewitness then observed the airplane after a plane crash that killed five people. NTSB Identification: DFW08FA057 roll right to an approximately 60-degree
14 CFR Part 91: General Aviation angle before the nose of the airplane fell Pilot Reagan Williams reported equipment Accident occurred Friday, January 18, 2008 through to an “extreme nose low attitude.” failure minutes before the six-seater private in San Antonio, TX After the airplane disappeared behind trees, plane went into a rapid descent and Aircraft: Piper PA46-500TP, registration: the witness heard a crash and observed broke apart in mid-air Friday. N169CA black smoke. The witness further stated, Injuries: 1 Fatal. “The [airplane] exhibited a classic approach
SUMMER 2008 24 M MOPA It went down outside Wainwright, about “It might not be apparent that something’s or repaired the plane. 200 kilometres east of Edmonton. wrong until something’s really wrong.” Controls feel “mushy” when the aircraft All five Edmonton business people on- Braithwaite called the gyroscope the is heavy and slow. For that reason I have board the Piper Malibu PA-46 died in the most important instrument on a plane’s changed my rotation speed to above 80 crash. instrument panel. knots, where the plane is much more responsive. Williams, 40, was the company president “You need to know which way is up, and of A.D. Williams Engineering. this is what tells you that,” he said. The next two accidents involving turbines were fatal. The Meridian was attempting He was flying to Winnipeg with his If the gyro stopped working, he said, “I’d multiple approaches in low IFR, which colleagues, Philippe Allard, 33, and be doing everything I could to just fly ended in what is described as a “classic Rhonda Quirke, 36, for a meeting. straight and level.” approach stall.” We do not know if the pilot was experiencing any instrument problems. Trevor John Korol, 30, and Shaun Michael When an instrument like the gyroscope We do know that he was flying low and had Stewart, 35, were Edmonton professionals fails, it can sneak up on a pilot, he no room for recovery. The accident record catching a ride east with them. added. is replete with flights that ended badly after attempting many approaches in low IMC. A salvage company teamed up with “You’ll see the other instruments doing I have been taught that instead of making RCMP and two Transportation Safety weird things, but you haven’t realized that a third try, go somewhere else with better Board investigators Saturday to one of them is giving you false weather. search the crash area for pieces of debris, information.” which will be shipped back to Edmonton Finally, we are forced to sit down and think for analysis, Transportation Safety Board A plane has back-up instruments to help a long and hard about this “inflight breakup” spokesman John Cottreau said.Crews pilot navigate, Braithwaite said, including near Edmonton. Consider that the plane had to build almost four kilometres of a turn coordinator, vertical speed and had five adults on board, perhaps with a fair road through the dense bush to get the airspeed indicators and an altimeter, but amount of fuel in the tanks. In our airplanes, salvage vehicles in, according to “if that’s what you’re relying on it’s very that scenario would raise the question Wainwright RCMP Cpl. Jim Moran. challenging.” of weight and balance and structural limitations. I hope all MMOPA members have By late Saturday afternoon, most of the Friday’s crash leaves an Edmonton heard the lecture given by John Mariani at wing and rudder parts had already been company and one family grieving anew. our annual meeting or at the Safety and picked up and were on their way back to Training Seminars. In turbulence, survival Edmonton. Only the body of the plane Just five months ago, the company’s depends on throttling back to maneuvering remained. Moran said the fuselage landed founder, Allen D. Williams, who is speed (Va), which allows the wings to in a secluded crevice, in a patch of brush Reagan’s father, died in another plane aerodynamically stall before exceeding in the Battle River valley.It will take the crash near Golden, B.C., in October. maximum stress limits. But John pushes the Transportation Safety Board months to subject considerably further, and you should file its report on what caused the That crash also killed chief financial go out of your way to hear his lecture on this single-engine plane to crash. officer, Steven Sutton. The accident left subject. only Williams’ three-year-old According to a report filed by Edmonton’s granddaughter, Kate - Reagan’s niece - as You become a test pilot if either gross weight air traffic control, the pilot reported a a “miracle baby” survivor. or CG limits are exceeded. What is the problem with the plane’s gyroscope, an stability of the plane if the CG is aft of limits? instrument that acts as an artificial horizon The board of directors is meeting today to Can you recover from a stall? In an attempt and helps the pilot keep a plane level. decide who will lead the company now. to recover, will you exceed stress limits? The report said a flight controller watched This accident may have been in the works the plane moving erratically on the radar The mood was somber at the Edmonton even before the aircraft left the ground if, and around 8 a.m. local time, about half an Flying Club, where Reagan Williams kept that is a big if, overweight or out of CG limits. hour after it took off from the City Centre his plane and sat on the EFC If so, all the pilot would need to complete Airport. board. the accident would be a dose of turbulence. Perhaps the reported gyro failure started The controller contacted Williams, who “He was a really nice guy, really outgoing, this final sequence of events. That would said his gyroscope wasn’t working really personable,” Braithwaite said. “It then raise the question of partial panel properly. didn’t matter who you were, he training. The last consideration, before I get would make time for you and chat.” off my soapbox, is insurance. If the plane Moments later, the aircraft went into a was improperly loaded or aft of CG limits, steep decline and disappeared off the Edmonton Journal would insurance cover the plane or the radar. passengers? Would umbrella coverage be Accident Synopsis denied if the pilot launched an aircraft that Dean Braithwaite, chief flight instructor In contrast to last quarter, we have six was not airworthy? All questions to consider at the Edmonton Flying Club, said flying fatalities in three accidents. The first accident as you load up for your next flight. with a broken gyroscope is “definitely up is clearly pilot error, with loss of directional there” in terms of worst-case scenarios, control at low airspeed in a high density especially if it’s cloudy. environment. All passengers walked away, “It’s insidious,” Braithwaite said Saturday. and the insurance company either bought
SUMMER 2008 25 M MOPA SUMMER 2008 26 M MOPA SUMMER 2008 27 M MOPA Views from a JetProp Happy 1,000 by Bob Conrad Bob was told he could never be a pilot during a long bout through the 70’s with Meinere’s Syn- drome, an inner ear disease. He received his pilot license in 1983 after a successful operation. He is a CFII and enjoys teaching. He owns a Decathelon and takes pleasure in light aerobatics. He also stays busy developing and maintaining web pages for charities and flying for AirLifeLineMidwest.
Bob graduated from the University of Detroit in 1962 with a degree in Electrical Engineering. He then joined his father’s Motorola Two-Way Radio business, which eventually grew to over 160 em- ployees in the two-way radio, cellular, paging, SMR, manufacturing and radio broadcast industries. In 1990, his company took over airport management and FBO operations, including a maintenance and avionics shop, at the butler County Regional Airport in Hamilton, Ohio (HAO). In 1999, Bob decided to take an early retirement and turn the business over to his children and employees. You can visit his web site at :www.PA46T.com
Give Me a Brake Bore Scope Compressor Cleaner When returning home to Butler County Bill Craig, with Dallas Airmotive in Dayton, Compressor cleaner looks like a soapy Regional Airport (HAO), I discovered that I Ohio is seen here bore scoping the engine. solution. It is a good idea to use after had no right brake. I dared not touch the The camera head is inserted through a operating in a salt environment like Florida left brake, even at very slow taxi speeds, for twisted looking tube that is inserted into and perhaps once a year at annual time. fear of losing control. Thanks to Beta, this each fuel nozzle hole in order to get a perfect Otherwise, water works just fine. situation is no big deal, as long as you know view of the blades and chamber. Brown before landing that you have the problem. spots on the inner part of the blades are You should check your brakes in the air; a dirt. I washed the CT blades about a week good habit I developed years ago. earlier so Bill could get a better look. I did not run the engine after the wash which I will Pressurization can force air into the brake never do again. After the annual I washed lines if you have a leak in the cabin. For the compressor and CT blades again and example, after rebuilding the master ran the engine. Bill said I was a bad boy cylinders, my IA noticed brake fluid at a because I was not washing often enough. fitting on the parking brake unit. He was able He explained that the dirt acts just like ice to turn the fitting a full turn, and the second on a wing and reduces the efficiency of the fitting one quarter turn. If braking fluid can blades. Once it piles up it is hard to get off. leak out, I would expect air to be able to leak in. Millennial Birthday In what seems like a blink of an eye, I have accumulated 1,000 hours on my JetProp conversion. My next annual would not be just another inspection. I had two months in Florida in January and February to anticipate what the annual would entail upon my return. Keeping in mind the formula that one picture equals 1000 words, I will Compressor Wash Inlet complete my description of this millennial The PT-6 installed by Jetprop has a ring event with photos. which distributes the wash water for cleaning the compressor blades. There is no need to Adapter for CT Wash Bucket of Oil remove hoses to drain the water or prevent it Adapter for cleaning CT blades showing This is a bucket of the motor oil after 1,000 from going to unwanted places. A great built hole in background with igniter glow plug hours of use. Note the deep red color. It did in feature that makes washes very simple removed and ready for adaptor insertion. not look or feel dirty. and convenient. Outlet tube points to rear and outside tab points straight forward.
SUMMER 2008 28 M MOPA Compressor Wash Tap Water Dirty Filters then screw a bolt into the plug and pull You can use a spray can like I used for the Seen here are oil and fuel filters removed for straight down. When it pops out all the oil cleaner or just hook it up to a hose for the cleaning or replacement. comes gushing out with it. compressor wash. I made an adaptor that can be used either way. You use less than Filters a gallon of liquid for the wash. For the wash Filters removed from the engine for itself you hit the starter and wait for 20% inspection and cleaning. Notice throw away ng. Then give your accomplice the thumb paper fuel filter. This gets real nasty if you up to turn on the water. After 20 seconds have water in the fuel. This one looks good. give thumb down to turn off the water and then turn off the starter. You must wait at least 15 minutes for the starter to cool off before doing the CT wash or rinsing the compressors blades when using a cleaner. The rinse wash is the same procedure as the cleaner. Discharge Tube Be sure water runs out of the discharge tube hose so it does not lay in the combustion chamber. Also make sure the hose runs straight from the bottom of the combustion chamber with no part above the bottom of the chamber. It is important that all the Fuel Nozzles water is removed from the chamber before Old removed fuel nozzles along with cleaned starting the engine. fuel tubes with new o-rings and recertified Drain Plug nozzles ready to install. It is a good idea to number the nozzles before removal in case there is a problem. Three of the nozzles are secondary and must be placed at the proper positions when reinstalling. CT Wash You need to remove the glow plug for the CT wash. Do not touch the end of the plug. Use tap or distilled water only. Do not use a cleaner. Use the same procedure as the compressor wash. Note that you need only to remove the top cowling to do the washes. This is something you and a friend can do in about an hour.
Gasket-Filter Kit Gasket filter kit consists of all the o-rings needed when reinstalling the filters plus a new paper fuel filter. The kit cost about $25 dollars. The kit does not include the Look at the mess. The bottom engine oil two o-rings needed for the firewall fuel drain is a plug with an o-ring seal. To remove filter unique to the JetProp. Part numbers the plug, you remove the cotter key holding MS28775-214 and MS28775-142. The the pin in and then slide out the pin that labor is another story. The filters should be prevents the plug from falling out. You can checked every 100 hours or at annual time.
cont. page 30 ►
SUMMER 2008 29 M MOPA Views from a JetProp (continued)
Oil Cooler Drain Outside Air Valve A f t e r This is the simple oil drain to get to. There the conversion in 2000 I could get very little are two more, one on the bottom which I heat at altitude. I discovered the seal was have a picture of and one on the accessory not fitted on the butter fly valve that controls case located on the back of the engine the outside air intake and thus the heat. You that is accessed from the front baggage can see here how I trimmed the gasket to fit compartment. This requires removing the the non circular opening. This made a big panel on the front wall. (Lots of bolts) This difference. Well sort of… we still freeze to is also how you gain access to the death. Starter/Generator. The drain plug is easy to remove if the Starter/Generator is removed. It so happens that the 1,000 hour oil change and the life cycle of the Starter/Generator 3. CT Vane Ring, Vane with environmental are basically the same. I sent my Starter/ dirt build up in root/fillet area. Generator in for overhaul. They reported back that the brushes were completely worn and the bearings were “shot.” The overhaul was routine, but any longer and I would have gotten into replacing other worn parts like the brush holders and who knows what the condition of the armature would have been in. From now on I will be rebuilding the Starter/Generator at 800 to max 900 hours and changing the oil at the same time. N100GF Borescope Inspection of PT6A-34, PCE RB0086 3/14/08
Borescope inspection performed in accordance with P&WC Maintenance Manual recommendation con current with 4. CT Vane and IE Duct outer wrapper Fuel Nozzle maintenance. (skin) showing cooling holes and gas path over vane.
Oil Mess Look at this oil mess. I guess this is part of not knowing what you’re in for. This is what missed the bucket. The next time I may try to put a funnel at the end of a hose to catch the 1. Compressor Turbine Blades. Note oil. I’m not sure it will help considering how environmental dirt build up in the “bucket” the oil plug is buried atop a jungle of hoses, area of blades. push rods and motor mount tubes.
2. CT Blades with “watermarks”. Be sure to open GG Drains and rinse well after Compressor Wash. Refer to MM procedures for dwell times.
SUMMER 2008 30 M MOPA SUMMER 2008 31 M MOPA Meridian!
by David Naugle
David G. Naugle is the regional sales manager of southern sales office of SouthEast Piper located in Vero Beach, Florida. A graduate of Embry-Riddle Aeronautical University, David has been a pilot for more than 20 years; he is also a licensed A&P mechanic. Combining his love of aviation with his years of factory experience, David has been highly successful selling Pipers over the past five years. David can be reached via email at [email protected].
An Introduction The world of aviation remains dynamic. Doug Pendleton originated this column, establishing a rightful place for Meridian owners to call home in the MMOPA Magazine. When Doug moved on, Jonathan Lones stepped up to continue the tradition. I have now been volunteered to carry the torch. That is what happens when you leave the room to grab a cub of coffee; you get volunteered. But I love the Meridian, so I take on this task with great enthusiasm.
Allow me to briefly establish my credentials. After learning to fly in the mid-eighties in Virginia, I joined the Army and learned about a different kind of “flying” machine, the hovercraft. Specifically, I was a navigator on an LACV-30, which was powered by two and Service Manager. Eventually, I was protection in 1995 reenergized and Pratt & Whitney PT6-76 Twin Packs. After promoted to Meridian program manager for refocused. When I joined Piper the newly Uncle Sam and I amicably parted ways in the Sales and Marketing Department. My renovated Archer III was selling well, and 1990, I enrolled at Vincennes University in primary responsibility was communicating the redesigned Saratoga II HP was a big hit. my home state of Indiana. After two years the certification progress of the Meridian to Piper introduced the turbocharged Saratoga at Vincennes, I transferred to Embry-Riddle the dealer network. In this new role I came II TC the following year. The enhanced twin- Aeronautical University (ERAU) in Daytona to know many of the first 50 or so Meridian engine Seneca V was also garnering a fair Beach, Florida, to complete my degree. Along owners on a first-name basis. In 2003, I share of sales. But Piper had something on the way I also received my A&P license and joined SouthEast Piper, where I have for the the drawing board that would build upon became a certified welder. After graduating past five years greatly enjoyed selling Piper the success of their flagship Malibu Mirage from ERAU, I towed banners for a short time. aircraft. and trump all of these great designs. The Since I needed to pay bills, I started working Meridian program was in its infancy at this as a contract mechanic on DC-9s, 727s, Evolution time and the general public was not yet aware 737s, and 747s flown by Northwest Airlines. February of 1997, when I began working for of what the engineering team at Piper had in After a year of putting my A&P skills to the (The New) Piper Aircraft, was an exciting mind for their next aircraft. That changed on test maintaining airliners, I interviewed with time to be sure. Piper struggled in the early September 27, 1997, when the Meridian was Piper. I was initially hired on to be a Sales nineties, but emerged from bankruptcy officially introduced to the aviation world at the National Business Aircraft Association (NBAA) convention in Dallas. Piper quickly tallied up 74 orders for the revolutionary new aircraft.
Fluid Dynamics Like the atmosphere in which a plane flies, the design of an aircraft is fluid by nature. The final product delivered in late 2000 to Mr. Dick Dumais, owner of the first production Meridian (S/N 4697003), turned out to be quite a bit different from the initial design. For example, the Meridian’s Pratt & Whitney Canada PT-6A-42A was originally de-rated to produce only 400 shaft horsepower (shp). Hence the first prototype was registered as N400PT. In fact, 400 shp was the take- off power setting; maximum continuous
SUMMER 2008 32 M MOPA power was limited to 350 shp. Piper soon with the incorporation of the Meggitt/S-TEC Cruise table listed in the Pilot’s Operating realized, though, that with the engine’s MAGIC EFIS and dual Garmin GNS530s. Handbook (POH). In a similar vein, I also thermodynamic rating of over 1,000 shp, recently became aware of an experienced turning up the wick to 500 shp made good Fast forward 11 years. Now, with more than Meridian pilot’s habit of flying at max torque sense. 360 units delivered from Vero Beach as of (1313 ft-lbs) at FL250 and above. I was a this writing, Piper has obviously hit a home little surprised to hear this, as the practice Another major change made during the run. With an average of one nautical mile is again contrary to limitations set forth in certification process was choice of propeller, per pound of fuel consumed at 300 mph at Section 5 (Performance) of the POH. As which is responsible for turning all those cruise altitude, the Meridian is impressively you can see from Figures 5-67 and 5-69 in ponies into thrust. The original propeller was efficient. With escalating fuel prices, I am sure the handbook, you cannot use maximum a three-bladed unit, in contrast to the P51- the Meridian will have a place in the market torque at most cruise altitudes and at most esque four-bladed variant we have all come for many years to come. I look forward to temperatures (ISA -20 to ISA +35). to know and love. bringing you news, stories and updates on this wonderful airplane. Yes, most will agree that the pilot may Of course, the power plant and propeller not be damaging the engine if the ITT were not alone in witnessing significant Torque Limits remains within limits, but what about the changes during the certification process. You may have heard stories or even seen airframe and engine mount? The POH has The instrument panel was originally photos taken by Meridian pilots that show limitations for good reason. So the next time envisioned with limited glass panel exceptional groundspeeds displayed on the someone shows you a photo documenting technology. This was 1997 remember. The Meridian’s PFDs or Garmins. Upon closer a groundspeed of 400-plus knots, inquire initial design called for the Bendix/King EHSI examination of a photo recently seen, I about tailwinds and make sure you ask the to complement the Bendix/King radio stack noticed the power setting was well beyond pilot about his torque setting and Section 5 and traditional gauges. This all changed the one specified in the Maximum Speed of their POH.
SUMMER 2008 33 M MOPA SUMMER 2008 34 M MOPA SUMMER 2008 35 M MOPA Issues and Answers PA-46 Gear, Flaps, and Brakes
by Mary Bryant
Mary has been a pilot for over twenty-five years and has instructed in the Malibu since 1988 when she worked for the Piper Training Center. Subsequently, she was Eastern Region Sales Director and Malibu Mirage demonstration pilot for Piper Aircraft. Mary was also co-founder and owner of Attitudes Interna- tional, Ins., The New Piper Aircraft’s exclusively approved training school for Malibus, from 1991 - 1998.
Mary urrently provides Malibu-Mirage and Jet Prop training through Eclipse International, Inc. in St. Petersburg, Florida. Mary holds ATP, CFII, and MEI certificates, and is type rated in the Cessna Citation. She also has a BA from Northwestern University and an MBA from the University of Illinois. Mary may be reached at 727.822.1611.
When considering how best to write a column a. by gear down locks internal a. Prevents gear retraction on on systems, I was hard pressed to think to the actuators. the ground. of one with enough commonality between b. by gear over center locks. b. Prevents stall vane from over our different PA-46 models to address c. hydraulically. heating on the ground. reasonably in one article. After some initial d. electrically. c. Prevents Hobbs from head-scratching, though, the hydraulic running on the ground. system came to mind. Although system 6. The gear system has ______d. Dumps cabin upon landing. variations exist between Malibus, Mirages actuator(s). e. Turns transponder to and Meridians, differences in the hydraulic standby. system are relatively simple compared 1a. f. all of the above to some others. I have attempted to note 3b. g. It depends. clearly where differences apply. More than 4c. one answer often is correct for this and other 5d. 11. How many circuit breakers are reasons. e. It depends associated with the gear/flap system?
7. The gear/flap/brake systems have 1a. 1. Which gear system do you have? ______hydraulic reservoirs. 2b. 3c. a. Gar-Kenyon 1a. 4d. b. Parker Hannifin 2b. 5e. c. Frisbee 3c. 6f. d. Don’t know d. It depends g. It depends.
2. My gear pump operates 8. The gear/flap system incorporates 12. How many informational lights are ______springs. associated with the gear/flap system? a. hydraulically. b. pneumatically. 1a. 3a. c. electrically. 2b. 4b. d. with an electrically driven 3c. 5c. hydraulic pump. 4d. 6d. e. It depends. 3. My flap systems is 13. How can the gear lights be tested in 9. What is the function of the sequence flight. a. hydraulic. valve in the gear/flap system? b. pneumatic. a. Press annunciator test c. electric. a. Prevents the nose gear switch. d. manual. and door from operating b. Press gear lights. simultaneously. c. Extend gear and see if gear 4. The gear is held in the retracted b. Prevents gear and flaps from lights illuminate. position operating simultaneously. d. Press gear selector handle c. Sequences the order of upward. a. by gear up locks. retraction of the three gear. b. by gear over center locks. d. Sequences the order of 14. What does the gear horn indicate? c. hydraulically. extension of the three gear. d. electrically. a. Power is substantially 10. What is/are the function(s) of the reduced and all three gear 5. The gear is maintained in the down squat switch? are not down and locked. position b. 20 degrees or more of flaps are deployed and all three gear are not down and
SUMMER 2008 36 M MOPA locked. d. Engine power is b. in the bank of switches just c. The gear handle is in the up substantially reduced and above the copilot’s right position on the ground. all 3 gear are not locked knee d. Gear is being deployed at down. c. in the overhead switches a speed in excess of gear e. More than 20 degrees of d. I haven’t a clue. extension speed. flaps are deployed and all gear are not locked down. 20. How can one determine if the day/ 15. What is indicated when gear is f. All of the above night dimmer switch is in the night selected down and 3 green lights do position without looking at the not appear? 17. What does illumination of the amber switch? hydraulic pump (HYD PUMP) a. All 3 gear are not down. annunciator indicate? a. Gear lights do not b. All 3 gear are not locked. illuminate when extended. c. The micro switch for one a. Pump is activated. b. Gear lights do not or more gear has not been b. Pump has failed. illuminate when the push to activated. c. Pump CB has popped. test switch is pressed. d. The day/night dimmer d. Pump is low on fluid. c. Annunciator lights do not switch could be in the night illuminate when the push to position in the day. 18. What does illumination of the amber test switch is pressed. e. Houston, we have a flap (FLAPS) annunciator indicate? d. The digital read out of problem. amps and volts on the early a. Flaps are in motion. Mirages is blank. 16. What does illumination of the red gear b. Flaps have malfunctioned. e. all of the above warning (GEAR WARN) light indicate? c. Flaps are extended at speeds in excess of flap 21. How does the emergency extension a. All 3 gear are not retracted extension speed. procedure extend the gear? with gear doors contacting d. all of the above micro switches. a. electrically b. All 3 gear are not locked 19. Where is the day/night dimmer switch b. hydraulically down. located? c. gravity c. Gear is in transit. d. gear spring a. in the bank of switches just above the pilot’s left knee cont. page 38 ►
SUMMER 2008 37 M MOPA Issues and Answers (continued) e. gas cylinders develops, the gear will droop. failure could indicate to the contrary. f. manual crank 5. a. by gear locks internal to the 16. f. All of the above. The GEAR WARN 22. What speed should be utilized during actuators. These locks are unlocked functions not only as an in transit the emergency gear extension hydraulically during retraction. light but also should be illuminated procedure? whenever there is a condition that 6. c. 4 Each gear has an actuator and the activates the gear horn. a. 80 knots nose gear door also has an actuator. b. 90 knots 17. Generally a. In Gar-Kenyon aircraft c. 100 knots 7. b. 2 One for the gear, located behind it can also mean the pump is inop d. 110 knots the rear baggage compartment, and and can often be corrected by pulling one for the brakes. For aircraft with and resetting the HYD PUMP circuit 23. What position should the gear handle a forward baggage compartment, breaker. It is possible, however, that it be in when attempting to extend the the brake reservoir is located there. is indirectly indicating low fluid since gear using the emergency extension In Meridians the brake reservoir is the pump has to continue pumping to procedure? located on the firewall. maintain adequate pressure. In this case, there is likely a leak and further Upa. 8. b. 2 One on the nose gear and one on use of the pump should be curtailed. Downb. the nose gear door. c. Up initially and then 18. b. The flap motor is protected when positioned down when 3 9. a. The nose gear must be fully a sensor senses too much resistance green are obtained retracted to contact the sequence and it disables the pump to avoid d. It doesn’t matter valve which then allows hydraulic fluid damage. The resistance could be to flow to the nose gear door actuator. from poor lubrication, attempting to 24. Which circuit breaker should This prevents potential interference deploy flaps at too high a speed or be pulled when executing the with proper nose gear operation from a mechanical obstruction. Generally, emergency gear extension the nose gear door. Main gear doors the motor can be brought back procedure? are mechanically fixed to the gear. on line by pulling and resetting the circuit breaker. However, if the a. all circuit breakers 10. g. It depends, is really the proper original condition still exists, it will pertaining to gear answer. All aircraft have a. b. and likely cause functioning of the flap b. the one labeled hydraulic d. All of the remaining items plus motor to be interrupted again, with pump control additional items not listed may be on possible damage to the motor. If you c. the one labeled hydraulic the squat switch. Generally, the later experience trouble, after resetting the pump power the aircraft the more items there are breaker, you might want to set flaps d. only the one labeled on the squat switch. back to zero and leave them there hydraulic pump until you can check out what caused 11. g. It depends, again is the answer. the problem. That way you avoid the Depending on the aircraft, it could potential for a split-flap situation. be 1-6 breakers. Early aircraft with Answers hydraulic flaps and gear may only 19. a. or c. In aircraft with overhead have one circuit breaker. With electric switches, the day/night dimmer is 1. 1984 through mid year 1986 Malibus flaps, there are 2 breakers dedicated found overhead. I have found that have the Gar-Kenyon system. to flaps; one for the motor and one for “d” is the answer when flying with Subsequent Malibus and most Mirages the warning system. Parker Hannifin owners. The switch is easy to find have the Parker Hannifin system. The and Frisbee gear systems have 4 when one is not stressed, so make Meridian came out with the Frisbee breakers; 1) hydraulic pump power, sure you know that switch location. system, which was also installed on 2) pump control, 3) indicator and 4) It’s amazing how difficult it can be to Mirages starting with SN4636314, in warning system. find when one needs it. approximately 2002. 12. d. 6. 3 gear indication lights, 20. e. All of the above, although some 2. d. electrically driven hydraulic pump GEAR WARNING and HYD PUMP of the lights may appear extremely annunciators and a flap annunciator. dimly. 3. a. or c. 1984-1985 Malibu’s have hydraulic flaps. Beginning with the 13. a. Press the annunciator test switch. 21. c. and d. gravity and spring. If there is first aircraft of 1986 and subsequently, The same test switch which illuminates hydraulic pressure still in the actuator electric flaps were installed. Aircraft the annunciators illuminates the gear at the time of extension, it may help with hydraulic flaps will have a lights. somewhat. However, even if the fluid hydraulic gauge on the instrument is completely absent due to a leak, panel generally located in the vicinity 14. a., b. and c. the emergency extension procedure of the flap handle. should still accomplish the deed. The 15. c. or d. All gear could (but may not) be nosegear has an assist from a spring. 4. c. hydraulically. There are no up down and locked but a micro switch You should consider replacing that locks. Therefore, if a hydraulic leak spring with every annual, so the nosegear comes down and locks
SUMMER 2008 38 M MOPA more easily in normal operations and start with the gear selector up, the in an emergency gear extension nose gear light will not illuminate until the selector is down even 22. b, c or d, depending on your brand though the nose gear is already of PA46: the POHs list 90 for Parker down and locked. Having the Hannifin, 100 for Gar-Kenyon, and 110 gear selector up initially in the for Meridian. You will also find that Gar-Kenyon gear provides a more getting the gear to lock is easier if you direct routing for the hydraulic fluid bring power back to idle very briefly to to flow from the gear up to the get rid of prop wash working against down side of the valve and some the gear. In addition, some pilots believe is easier on the 0-rings. advocate another approach, although counter to the POH, so the procedure 24. c. or d. It is the 25 amp one. is not sanctioned. These pilots slow Remember you are disabling the to 80 knots for emergency gear pump so that it can not interfere extension. Certainly, within reason, a with the extension process. The 25 little slower would better to ensure the amp CB is called “Hydraulic Pump” nose gear extends. Just be careful not in early aircraft and “Hydraulic to stall the aircraft. Use flaps to lower Pump Power” in later aircraft, stall speed during the procedure. which have 4 gear CBs. I only mention this here because members of the PA46 community do this; I am not advocating violating the POH.
23. b. Except for Gar-Kenyon aircraft and then the answer is c. In some Gar- Kenyon aircraft, although one wants to
SUMMER 2008 39 M MOPA SUMMER 2008 40 M MOPA SUMMER 2008 41 M MOPA Malibu Maintenance
Six Degrees of Separation by Kevin Mead
Kevin is an IA who has specialized in Malibu/Mirage maintenance for most of his 20 plus years in general aviation. He is a licensed private pilot with a multi-engine rating.
In 1998, Kevin formed his own business, Mead Aircraft Services, which he runs from a small farm in Inman, Kansas. He will continue to provide support to the Malibu/Mirage fleet in the U.S. and abroad.
I would like to address several small PA46 this emergency AD is a serious issue. I would battery should be replaced at three years. maintenance topics, none alone worthy of like to say up front that only Mirage owners I have seen several batteries of this vintage an entire article. I have chosen the following are affected. I have received numerous leaking acid, so do not neglect this bit of six subjects based on the large number of calls from worried Malibu owners because maintenance. You paid extra for a backup calls received about them on the MMOPA TCM engines are mentioned in the AD. battery; proper maintenance will help ensure hotline. The engines mentioned, however, are not that the instrument will be there for you in an the model installed on the Malibu. In fact, emergency. Vacuum Pump Parker/Airborne the AD only affects Mirage engines if they Service Letter 73 were built, rebuilt, overhauled, or repaired Flight Control Cable Wear This service letter states that all Airborne after August 22, 2006 and/or if they have a As the PA 46 fleet ages, I am replacing more vacuum pumps are now beyond their service Precision Airmotive fuel servo that was built, flight control and autopilot servo cables life and must be removed from service rebuilt, overhauled, or repaired after that than ever before. In fact, I have replaced immediately. This sounds threatening date. The AD gives a full report of the reason more cables in the past two years than in and urgent, but is neither. To understand for the action so I will not repeat the specifics the previous five years combined. Most why, we need a little history lesson. Years here. But I will urge owners to take this AD surprising is the number of cables that I have ago, Airborne stopped producing these seriously. only rarely had to replace before, such as the vacuum pumps and sold all the drawings autopilot pitch servo cable. I have replaced and specifications needed to build them The AD requires inspection of the fuel servo three of these in the past six weeks. to another company. Since that time the plug on affected engines for looseness pumps they originally produced have been before further flight. If your mechanic finds Here are some specific wear patterns overhauled and installed on thousands of that the plug is tight, keep flying. If the plug observed lately; at inspection, recommend airplanes. This is perfectly legal and has is loose, have your mechanic follow the that your mechanic pay careful attention to the blessing of the FAA, as well as PMA steps called for in the AD. Unfortunately, this these areas. The RH rudder cable tends to approval. Chances are excellent that your inspection must be performed at every oil wear at the aileron interconnect; the lower plane is flying around with one or more of change or every 50 hours, whichever comes elevator cable tends to wear at the pulley in these overhauled pumps installed. But in first. The repetitive inspections must be the tail section; the aileron cables tend to an understandable effort to escape liability, done even if your servo plug is initially found wear heavily at the phenolic fairleads and at Airborne’s legal department cranks out loose and the gasket, which is the source of the mid wing pulleys; and the elevator trim letters like this every few months. Their the problem, is replaced. As of this writing, cable tends to wear heavily where it passes goal is to have every pump they ever built Precision Airmotive has not yet announced through the electric trim servo. Also make scrapped. In my opinion, these overhauled the availability of a new gasket that would sure your mechanic has complied with Piper pumps are fine products with an excellent eliminate the repetitive inspections called for SB 1048, which calls for lubrication of cables service record. There is no danger in in the AD. where they pass over pulleys or fairleads. using them as long as they are replaced Unfortunately, the cables you need, with at reasonable intervals. The manufacturer WAAS 3.0 Software Now Available the exception of aileron cables, are seldom recommends replacement every 400 hours. Garmin has recently released the 3.0 software readily available from Piper. Other FAA/ And of course, remember to change your version for both the 430 and 530. This is an PMA approved cables, however, are on the central vacuum filter whenever a pump is upgrade from the original version 2.0. This market. installed or as needed. If you are still not is not just a simple software change, but convinced and would like to use something also involves changes to the flight manual Compressor and Compressor different, Rapco also makes a fine pump that supplement. Getting this done while Garmin Turbine Washes can be used on the PA46. is still covering the cost makes good sense. No doubt those of you with turbine engines have been hearing lots of talk recently about We need to stress that, in spite of its tone, Mid-Continent Standby Attitude corrosion and compressor wash frequency. this letter is in no way legally binding for Indicator Battery Replacement I suspect that you are frustrated, as I am, by part 91 operators. Only an AD could force Many Mid-Continent Instruments standby a lack of concrete answers. I wish I could owners to act. Currently there is no AD attitude indicators with back up battery are add something useful to this discussion, but directing compliance with this letter and getting to the age at which that battery should alas… I could advise you, as Piper and Pratt none proposed. be replaced. This should not be confused & Whitney have, to make sure you perform with the normal one year battery capacity compressor and compressor turbine washes Emergency AD 2008-06-51 check. Part of the instrument’s continued frequently enough, but that statement does In contrast to the service letter listed above, airworthiness requirements specify that the not give you any meaningful information. How
SUMMER 2008 42 M MOPA often is “frequently enough” anyway? That depends on several factors, among them how much salty or polluted air your plane sits in or flies through. Pratt recommends in their maintenance manual that engines operating in continuously salty environments should be washed daily. That’s right, I said daily. They recommend that even planes that are operating in occasionally salty air should receive a compressor and CT wash weekly. I dare say a significant portion of our turbine fleet operates in an occasionally salt-laden environment. Furthermore, Pratt recommends that compressor and CT washes be done after the last flight of the day. Obviously, this may prove impractical if your last flight of the day ends at 11 pm. I perform compressor and CT washes at every annual or upon request, but I only see most planes once a year for annual. So in many cases I am sure this wash schedule is not frequent enough. Ultimately, the onus is upon the owner to choose a wash regimen based on his or her situation, and to stick with the program. Periodic boroscope inspections to evaluate the compressor inlet case and turbine blades will help you see if you are washing often enough. If you begin seeing blade sulphidation, pick up the wash frequency.
SUMMER 2008 43 M MOPA SUMMER 2008 44 M MOPA SUMMER 2008 45 M MOPA Unanticipated Adventures: Part I Travis Holland
Travis Holland provides ferry and training services for PA46 aircraft in the USA, Canada and Europe. You can visit his web site at www.holland.aero.
On a typical flight to Europe, all goes well and with sat-com calls to the FSS enroute. demonstrated crosswind component of I thankfully have nothing to report. Arriving in After one hour, Goose Bay was up to 2000 the airplane. Therefore, my copilot and I Austria after a particularly uneventful journey feet ceilings. Approaching the point of no began a discussion of crosswind landing last January, my first-time-crossing copilot return, two hours enroute, Goose had lifted techniques. At least we had the luxury of a remarked that the trip was boring. Nothing to 3000 feet ceilings, but still with 35 knot straight-in ILS. puts a bigger smile on my face than exactly winds right down runway 34. Visibility was 2 that. Of course, flying complex mechanical miles visibility in blowing snow. With Goose About 10 minutes from the airport, we beasts one fourth the distance around the well above minimums and forecast to stay were third inbound for the approach. A few globe on a schedule means that not every that way, we continued onward, with the minutes after the first aircraft was handed off trip can be humdrum. Otherwise we would intention of flying ILS 08, circling to 34. Once to tower, Goose terminal announced that the have no stories to tell or lessons to learn. past the point of no return, there are no real preceding aircraft had experienced “severe alternates. The legal alternates are all poorly turbulence at 100 AGL on short final.” Mother Nature equipped, with worse prevailing weather Alrighty then. A few minutes after the second Weather is a primary variable along the than Goose. aircraft switched to tower frequency, Goose route. Each airport offers a unique brand terminal relayed the same message. of Mother Nature’s fury. Bahamas flying Mean Mother Nature this is definitely not. Heading west across About 150 miles out, we were able to pick My copilot mentioned that whenever he has the pond in February 2007, my copilot and up a scratchy ATIS. I had to listen twice a landing in very difficult conditions he leaves I were treated to the incredible and rare before the information penetrated my skull. the autopilot coupled on the approach until The ceilings at 3000 feet and visibility of 2 the last possible moment, taking advantage miles were the same as my sat-com weather of the servos to establish and maintain an updates. The Runway Surface Conditions adequate crab angle. I was accepting report, however, left me in shock. While suggestions at this time, and we agreed no runways were closed, the scratchy that he would continue as the flying pilot radio seemed to be reporting “Runway (hands on controls) and that he would leave 34 center 160 feet three zero inches loose the autopilot coupled as long as possible. snow.” I blithely keyed the mike and asked The turbulence was light to moderate; the the Goose Bay terminal frequency if there autopilot was doing a fine job as we reached was any chance the north runway might be the decision height of 200 feet above the plowed before our arrival. “No chance” was ground. But just as we passed decision height, the aircraft pitched up 15 degrees and rolled into a 45 degree left bank, with sight of the Greenland ice cap in clear sky the autopilot still engaged. conditions. However, the weather reports indicated that we would not be so lucky at Let George Go our next stop in Goose Bay (CYYR). With With the hope of a stabilized approach two runways exceeding 10,000 feet (16/34 completely lost, I disconnected the autopilot and 08/26), Goose Bay has more runways and righted the ship before my copilot than approach aids. Sporting a single ILS began to arm wrestle the airplane towards to runway 08, strong winds from the north the runway in the strongest crosswind I have or south in low conditions require a circling ever experienced. With my copilot doing his approach. absolute best to bring the aircraft in, I added a little bit to the flight controls and raced to In Narsarsuaq the weather computer the reply, without any hesitation. Not being get reverse thrust engaged as soon as the revealed that Goose Bay had 35 knot winds a local in the Canadian north, I somehow mains touched the ground, while rolling from the north, with snow, and a ceiling of had the crazy thought that 30 inches of the ailerons to full left position. We actually only 600 feet, putting the weather right at snow would close a runway. At my home landed in one piece. circling minimums for the north runway. A airport, three inches of snow would NOTAM phone call to the Canadian flight service the runway closed. The winds were so strong that after fueling briefer predicted a slight improvement to the truck remained parked in front of us until 700 feet, with ceilings of 3000 feet forecast Crosswind Possibilities after our engine start so the JetProp did not for our arrival. With clear conditions to turn Well, 30 inches of snow surpasses the get blown across the icy ramp before we back to, we launched for the three hour hazard of a 35 knot crosswind to an icy had thrust of our own. During our fuel stop I flight. We would monitor the Goose weather runway, even considering the 17 knot learned that the north runway at Goose Bay
SUMMER 2008 46 M MOPA The handler got the some trepidation when making the next taxi hangar doors opened, turn. I thought of maneuvering a Piper Cub and we taxied out of the on floats in a moderate wind, and visualized hangar under our own the aileron deflections that would help keep power. We had taxied the wings down. With some careful aileron in the same way, since positioning, and with the help of wings heavy light aircraft tugs do with fuel, I maneuvered into position on the not exist in Keflavik. I runway. My takeoff clearance included a positioned the JetProp wind check of “030 at 55 gusting 65, peak on the wet and windy wind last minute 62 knots.” I asked for a ramp so that we would delayed takeoff at my discretion (granted) be aimed directly into and received a couple more wind checks the strong wind. I stood before the winds seemed to stabilize at 60 in solidarity with the poor knots, plus or minus 5 knots. fueler, who struggled with filling my tip tanks Suppressing some pangs of fear, I advanced is never plowed during big snow events. The in the gusty gale. The the throttle and kept the aircraft on the runway is not closed so that ski-equipped job was done after 20 minutes of dispensing ground until airspeed reached 105 KIAS planes can land there. jet fuel in equal proportions across the ramp (groundspeed was still under 50). I then and in the tanks. Conditions were so bad pulled the airplane away from the runway As we taxied out and held short mid-field for that I felt like a scrooge tipping him only $40, to avoid being smashed back down in a a landing aircraft, I said to the copilot, “Let’s all I had handy, although he seemed happy horizontal wind shear gust. The plane was see how this guy handles those winds.” The just to be done with the miserable task and being rocked quite a bit; I just held on with four engine Turkish Air Force C-130 then in a hurry to get back to a heated room. a rough airspeed target of Vy plus 30 knots proceeded to land in front of us as if there (140 KIAS). The plane climbed like a JetProp was no wind at all. I do not normally yearn Even Pushier Winds should into the snarling cloud bases, which for more than one engine, but the magic of Keflavik has the cheapest jet fuel in the soon gave way to an old-fashioned heavy differential power and the skilled Turkish Air Northern Hemisphere, and is the only rainstorm reminiscent of the U.S. northwest. Force pilot made the crosswind seem like place I have seen outside the United States All the anti-ice equipment was on, and I nothing. That smooth landing by an obvious where fuel is sold in gallons, priced in U.S. was sneaking some glances at the wing pro demonstrated clearly the importance of dollars and costs less than $3 per gallon, for contamination, when I broke out to pure pilot skill and aircraft capability in handling even with $115 per barrel oil. With four VMC at 6,500 feet. challenging weather conditions. ILS approaches, two 10,000 foot runways, Yeah, Steady as a Rock Pushy Winds The four minutes since takeoff had seemed Strong winds do not always come from the like an eternity but the ordeal was over. I took side. A recent solo delivery to Denmark a deep breath and told departure control that had already been delayed one day, and I the Cheyenne behind me might like to know found myself arriving in Keflavik, Iceland, the tops were at 6,500 feet with smooth air and in the face of an impressive warm front that clear skies above. I settled into the four hour made for some ominous radar returns. I flight to Denmark with 100 knot quartering decided during descent to overnight there. tailwinds as the sweat dried onto my body. As the handler put the JetProp in the hangar, The flight sped by uneventfully, and soon I I mentioned that I wanted to be pulled out was shooting the mandated ILS approach in at 0730Z for refueling. He replied, “I don’t sky clear conditions in Roskilde, Denmark. think that is going to happen,” and went on The winds of Keflavik were just a memory, to relate that serious winds were forecast. cheap Jet A, competent handlers and local but for me this was far too much adventure He explained that hangar doors could not time that is UTC year round, Keflavik is my for a North Atlantic crossing. I flew home be opened with more than 40 knot winds. favorite technical stop. But not this time. commercial from Denmark, with no regrets Several jets had already canceled their The handlers had driven across the airport of sitting in the back relaxing while another planned transits for the next day. to their comfortable facility, so I had no ride pilot worked up front. I arrived home just in back to the hangar. Getting there with no ride time to celebrate my wife’s birthday. A Cheyenne also on delivery to Europe was impossible due to the winds. My perfect had landed right behind me and would be technical stop was now a windy trap as my sharing the hangar with my airplane. The aircraft rocked in the winds. I resolved to get pilots of that plane and I were prepared to airborne before the situation got worse. spend a whole extra day in Iceland if the weather developed as forecast. The next The winds had definitely picked up, and morning the winds were 25 to 35 knots. before startup I listened to the ATIS, reporting The forecast, however, called for increasing now 35 to 45 knots, but only 10 degrees winds through the morning, with gusts up crossed to the prevailing runway. I taxied to 65 knots, between 0800Z and 1200Z. gingerly, like a Cessna 150 pilot in 15 knot But with conditions still below hangar door winds. As I neared the end of the taxiway, limitations, I hoped for the best as the the controller instructed me to “lineup and Cheyenne pilots and I headed to the airport wait” on Runway 02, followed by a casual, to see if departure might be possible. “wind 030 at 50 gusting 55.” That caused
SUMMER 2008 47 M MOPA SUMMER 2008 48 M MOPA SUMMER 2008 49 M MOPA SUMMER 2008 50 M MOPA SUMMER 2008 51 M MOPA Notes From M•MOPA Headquarters
by Russ Caauwe, Executive Director
Russ has been crazy about airplanes all of his life. He obtained his license in Norfolk, Nebraska, at the age of 17. Entering the Air Force at 19, Russ served two years as an airborne radar mechanic. In 1950, he was accepted for pilot training, and after graduation, was commissioned as a 2nd Lt. and pilot. Russ served in the 82nd Fighter Squadron, flying F-94’s and F-89”s, in Iceland, where he met his wife Bjorg (Bea).
After completing his tour with the 76th Fighter Squadron in Presque Isle, Maine, Russ pursued various business interests, including life as a Customer Engineer for IBM; later as President of his own data processing company; and finally, as a corporate pilot, from which he retired in 1997, having enjoyed over 3,500 hours flying a 1984 Malibu, and a 1989 Mirage.
Alan Garner Hugh Jones Curt Johnson N146DG Locust Valley, NY Medina, MN New Orleans, LA Hugh is a Business Owner. He has over Curt’s company is Black River Asset Alan is Chief Pilot for Fountainbleau 2500 hours and holds Multi and Instrument Management. He has over 500 hours and Management. He has over 7100 hours. ratings. holds a Private Lic. and Instrument rating.
Klaus Riffart Kirk Grimes Cesar Gutierrez Graefelfing Fort St John, BC Nueva Rosita Germany Canadad Mexico Klaus’ company is Univest. He holds PPL Kirk is Instrument rated. No other Cesar owns a Mirage. His pilot is Cap. licence and is Instrument rated. information available. Carlos Carmona.
Andrew Anderson Robert Malstrom Richard Flowers Beach Haven, NJ Pleasanton, CA N618MA Andrew’s company is Anderson Insurance Findlay, OH Robert is a Physician. Agency. He has a Private License with SEL Richard has a Meridian. He is a Lawyer. and Instrument ratings.
Keith Stowers Bethany, OK Robert J. Wyatt Bradford Smith New York, NY Keith’s company is Myriad Resources. His Dallas, TX occupation is in Oil & Gas. Dr. Wyatt has rejoined us after a 1 year Bradford’s company is ACM. His hiatus. He has over 1800 hours and holds occupation is Finance. a Private license with Multi and Instrument ratings. Marco Di Prima London, U.K. Joseph Lechtanski Marco is a Banker. His comapny is LEH. Larkspur, CO Phil Valente Joseph has a Miage. He is a partner in N239CC Denargo Capital. West Palm Beach, FL Rob Gontarek Phil has a 350 Mirage. He is an Attorney. Plano, TX Rob is Exec. VP with CBIZ. Barry Huck Spokane, WA Travis Brown Barry’s company is Western Aviation. They N224TB do Aircraft Maintenance and Avionics. Paul Wright Columbia, MO Lufkin, TX Travis has a Meridian. He is self-employed. Paul is an Auto Dealer. His company is Wright Dodge.
SUMMER 2008 52 M MOPA Jan Nerud Stillman Brown John Cowart N60ER N92521 Memphis, TN Glen Head, NY Stonington, CT John is a Business Owner. His company is Jan is a Broker. He has a Commercial Stillman has a Mirage. He holds a Woodson & Bozeman, Inc. license with an Instrument rating. He has Commercial license and MEL and Helo over 450 hours. ratings. John Jacobs Chicago, IL John rejoins us after a long hiatus. His Jim Fessler Larry Mattiello company is UBS dealing in Wealth Live Oak, FL Addison, TX Management. Jim owns Fessler Aviation. He has over Larry is President of AirSure Limited. 3000 hours and holds ASEL COM Inst MEL He has over 3400 hours and holds a CFI and CFII ratings. Commercial license with an Instrument rating. Dave Chapman N1063F Spicewood, TX David Fredrick Don Lloyd Dave is President of Shaw F&M. He has N219BC N455TW a Meridian and has over 2400 hours. He Englewood, FL Boca Raton, FL holds a Private license with Instrument rating. David has a Meridian. He is retired. He has Don’s occupation is “Pilot”. He flys a over 3000 hours. Mirage. He has over 800 hours and holds an ATP rating. Mark Ishikawa Los Gatos, CA
Will Weathersby Mark is CEO of Bay TSP. Boulder, CO Marvin Kottman Denton, TX Will is retired. Marvin’s company is Turbines, Inc. He James Edwards III holds MEI and rotocraft ratings. He has a N1064S Mirage. Marshfield, WI James has over 12,000 hours. He holds Dennis Pennington a Commercial license with SEL MEL and N661ML Instrument ratings. He is an Electrical Baton Rouge, LA Erik Nuveen Contractor. Dennis has a Mirage. He is an Attorney. Oklahoma City, OK He has over 3500 hours and holds SEL and Erik is a Physician/Surgeon. He has a Instrument ratings. Meridian. He holds SEL and Instrument Bert & Sterling Johnson ratings. N428SE Midland, TX Bert & Sterling have a Mirage. Their Bill Ritter interests are in Oil & Gas and ranching. N888HL J T Daugherty Odessa, TX Omaha, NE Bill has a Malibu. He is self-employed. Mr. Daugherty is an Executive with Valley Kyle Kraus Products Corporation. He has over 2900 N445MA hours and hold the following: Pvt, Inst. St. Louis, MO MEL BE300/350 Type rating. Kyle has a Mirage. He has over 2400 hours Scott Philiben and holds ASEL, AMEL, CFII and MEI Bend, OR ratings. Scott is Vice President of Precise Flight. Randol Curtis London, U.K. Johnathan Percival Randol is a Fund Manager. His company is Eau Claire, WI David Frager BCM & Partners LLP. No information available. Austin, TX David has a Mirage. His company is Scott Buchart James Pulju IntelliMark Associates. N203CA N1069S State College, PA Lakewood, CO Scott rejoins us after a few years hiatus. James is a Physician. He has a Mirage and He holds a Private License with MEL and he holds ASEL and Instrument ratings. Instrument ratings. He has a Mirage.
SUMMER 2008 53 M MOPA The Island of St. Barth by Thierry Pauille
Thierry (Terry) Pouille is president of, and the leading force behind, Air Journey LLC. He personally organizes every excursion, and always looks for new ideas, new places to visit and new destinations. Thierry has accumulated 34 years of flying, in which time he has flown to most of the Caribbean Islands, all of the countries of Central America and many countries in Europe. He owns a trusty Beech Baron E55 that takes him to many of these foreign lands. He is an avid photographer. Thierry can be reached at [email protected]
which you will land; with luck, you might get a cross wind on the return home. Amazingly, at an altitude in the mid 20s, you are in sight of land during the entire journey. Along the way, you will find the Bahamas and the Turks and Caicos island chains framed by the subtle hues of turquoise waters, highlighted by the reflection of clouds on calm seas, a site picture that certainly makes for a restful flight. Furthermore, you are with Miami Center until well past the Turks and Caicos. Next you will talk to San Juan Center, an easy transition with no communication In stark contrast to the Around the World issues. Around the SLUGO waypoint, about for a Malibu will be $175, to which you must Journey being planned, here I offer you a 40 miles from the destination, you will be add parking and filing. All services and fees quick getaway to Saint-Barthelemy, one of switched to Juliana approach. inclusive cost about $400 for four nights and the Caribbean’s best weekend destinations. five days. You will appreciate these services The island of St. Barth boasts 22 beautiful Big Airport coming and going. On our return, the time beaches, numerous luxury resorts, upscale Princess Juliana International Airport elapsed from the moment we arrived at boutiques and hundreds of traditional Creole (TNCM) on St. Martin sports a 7,000’ runway the curb of the terminal to closing the door houses, all within a space of 25 picturesque and two VOR approaches. The approach on our fully fueled plane was less than 10 square kilometers. This trip will satisfy any end is barely 280 feet from ocean’s edge, so minutes. If time is money, that is money well need to leave behind day-to-day routine, but landing here has the feel of an aircraft carrier, spent. has the distinct advantage of being close albeit with a long deck. YouTube posts some by and easy to plan. Of course, for drivers amusing videos of sunbathers enjoying the Small Airport of the Malibu, Mirage, Meridian or JetProp, “breeze” generated by a 747 on takeoff or From St. Martin you can take a high-speed flying there in your own aircraft will further landing. Note that Princess Juliana Airport ferry or a commuter airline to St. Barth. You enhance the experience. The only caveat is is a busy environment, serving international can ask Arrindell to make flight reservation the steep decline of the dollar against the connections from the United States, Europe, to St. Barth on one of the many commuters. Euro. the Caribbean and South America, plus all Request the co-pilot seat. My advice the local traffic. Even so the field has only would be to fly WinAir (www.winair.com), Getting There one approach and tower frequency. With which operates dependable Twin-Otters. St. Barth lies 1095 nautical miles from Palm no ground control or clearance delivery, air Landing at St. Barth Airport is certainly eye- Beach, about the same distance from Palm time can get tight. That one controller has catching. Sitting up front is truly a worthwhile Beach to Boston. This is an easy flight. his hands full, and I suspect he gets a break experience as you watch the pilot maneuver You will almost certainly have a tail wind all only every 30 minutes. onto a runway only 2,100’ long, of which the way to St. Martin, the nearby island on only 1,650 are usable for landing. And that is Handling Now starts the fun. And I really mean fun, absent any sarcasm, unusual for arrival procedures. Using the services of the Arrindell FBO, we were out of the airport nine minutes after closing the door to the airplane. The FBO can be reached by phone (+599 546 7840 or +599 520 1380) and from the air at 131.4. You can also visit their website (www. ArrindellAviation.com). If you call ahead, Arrindell will have ready for you the three necessary general declarations upon your arrival. I have never seen Customs processing as fast as this. The handling fee
SUMMER 2008 54 M MOPA after the aircraft hopped over a 150’ hill just endorsement you can indeed fly direct to St. name of Maurice Car Rental, which provided prior to touchdown. Barth, since this is an Airport of Entry with us with a Suzuki Jimmy at only 55 Euros Customs on the field. The FBO is St. Barth per day, equivalent to about $80. We could If you want to fly your PA46, you will need a Aviation (phone: +590 590 277263), which have selected a Mini Cooper convertible for special endorsement, which is provided by also offers rentals and training. a daily rate of 120 Euros ($180). We decided a rated instructor approved by French Civil to spend the money on gourmet lunches Aviation. My guess is that only the JetProp Runway 10 is usually active, which provides and dinners instead. would qualify, although I will make no friends the challenge of a 10 degree glide slope due with that prediction. The requirement is one to the hill at the arrival end. If that were not Lodging hour of ground school, two hours of dual, bad enough, the runway tilts 3% downhill. We stayed at the Hotel Saint Barth Iles de including at least 10 take-offs and landings, The good news is that if you miss the stop, France, located on the northern coast on and a 30-minute solo fight including two you will end up on a topless beach. a private cove. But many other hotels are full stops. The list of approved instructors available, easily found with a quick Google can be obtained from French Civil Aviation, Island Transportation search. You might experience some sticker reached by fax (+590 590 482000). You The only safe way to get around the island shock at first, but this island is worth the might also want to talk to your insurance is by car. Many rental car companies are extra cost of a pricey room. company beforehand. After receiving your available. We chose the “local guy” by the cont. page 56 ►
SUMMER 2008 55 M MOPA The Island of St. Barth (continued)
SUMMER 2008 56 M MOPA cont. page 58 ►
SUMMER 2008 57 M MOPA The Island of St. Barth (continued)
Dining For a small island, St. Barth is bristling with an amazing array of great restaurants with creative menus. As with the hotels, prices are not for those prone to fainting. Never before have I seen an appetizer fois grois go for 36 Euros ($54). I settled for a salad. Given the broad selection, lunch places should be chosen more for their location. I would recommend the Sand Bar at the Eden Rock, Bartolommeo at the Guanahani Hotel & Spa and Le Gaiac at the Le Toiny. For dinner your sampling of St. Barth will not be complete without trying the T. St. Barth, reminiscent of the lifestyle of St. Tropez, or the chic Zanzibar Restaurant and On the Rocks at the Eden Rock.
Spas World-class spas are located around the island. But the most amazing is run by the island astrologer, operating from Hostellerie des 3 Forces. The hotel is small, and in the wilds, but the spa is a wonderful experience. If soothsaying floats your boat, you can have your astrological portrait read for 100 Euros. Reserve in advance (phone number +590 590 276 125).
Homeward Bound I advise calling Arrindell before leaving St. Barth for St. Martin. A representative from the FBO will meet you upon arrival of the commuter. If you provided details of your flight plan to the FBO, you will be filed and ready to go. You go through Customs and are on your way. You will need three general declarations that the FBO will prepare on your behalf. Jet A in early March 2008 was $3.77 per gallon, slightly more for Avgas. As Julius Caesar said, “Veni, vidi, vici,” meaning, “I came, I saw, I conquered.” I missed the “vici” part, so now I have to go back.
SUMMER 2008 58 M MOPA SUMMER 2008 59 M MOPA SUMMER 2008 60 M MOPA M•MOPA Classifieds
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SUMMER 2008 61 M MOPA Training Update ...
The following facilities offer initial and/or recurrent training for the Malibu•Mirage. This list does not constitute an endorsement of any of the trainers listed below.
Advanced Flight Training FlightSafety International Mariani Aviation Services International, Inc. Lakeland, Florida Vero Beach, Florida Vero Beach, FL 1-800-726-5037 (772) 567-8666 or (772) 713-4368 (772) 473-7356 Initial & Recurrent Training Initial & Refresher Training with Initial & Recurrent Courses John Mariani at any location Travis Holland Aircraft Training Services, LLC. Holland Aero RWR Pilot Training Buffalo Grove, Illinois www.holland.aero Baltimore, Maryland (847) 947-2238 360-734-8419 1-866-870-8196 Initial & Refresher Courses JetPROP initial and recurrent www.rwrpilottraining.com Training and North Atlantic training Initial & Recurrent Training for Malibu, Aviation Training Management And ferry. Services offered worldwide Mirage, and Meridian with Dick Rochfort Vero Beach, Florida At your location or at KBLI. At any location (772) 778-7815 Lester Kyle’s Aircraft Training Initial & Refresher by Appointment SimCom Training Centers Vero Beach, Florida Vero Beach, Florida Eclipse International, Inc. (772) 562-5438 1-800-272-0211 St. Petersburg, Florida Initial & Recurrent Training Initial & Refresher by Appointment (727) 822-1611 Initial & Refresher with Mary Bryant at St. Petersburg or Customer’s Location
MALIBU/MIRAGE SAFETY & TRAINING FOUNDATION
SAFETY / FLIGHT SESSIONS:
July 11-12, 2008 September 12-13, 2008 October 31-November 1, 2008 McMinnville, OR Groton, CT Olathe, KS McMinnville Municipal Airport (MMV) Groton-New London airport (GON) Johnson County Executive Airport (OJC) Piper Host / FBO: Columbia Aircraft Sales, Piper Host / FBO: Kansas City Aviation Inc. Center, Inc. (KCAC)
November 14-15, 2008 Scottsdale, AZ Glendale Municipal airport (GEU)
SAFETY SYSTEMS / MAINTENANCE SESSIONS:
August 8-9, 2008 October 17-18, 2008 Driggs, ID Fredericksburg, TX Driggs-Reed Memorial Airport (DIJ) Gillespie County Airport (T82)
Events Calendar 18th Annual Convention September 24-28, 2008 Dallas, TX Helpline ... 620-728-8634
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