A Flatlander's View of Flying Alaska

SAY AGAIN? THE FINANCE AND TAXES OF ATC MISCONCEPTIONS FLYING YOUR ECLIPSE FOR BUSINESS EJOPA EDITION THE

PRIVATE JET SUMMER 2017 MAGAZINE

A FLATLANDER’S VIEW OF FLYING ALASKA

WHY GET MISSION ALL ABOUT UPSET? ACCOMPLISHED OSHKOSH UPSET TRAINING CIRRUS GETS EVEN BETTER EAA AIR VENTURE

Contrails.EJOPA.indd 1 8/14/17 1:51 PM THIS IS EPIC.

AIRCRAFT SALES & ACQUISITIONS

MAXIMUM TIME TO CLIMB RANGE MAX RANGE ECO PAYLOAD AEROCOR has quickly become the world's number one VLJ broker, with more listings and CRUISE SL TO 34,000 CRUISE CRUISE (FULL FUEL) more completed transactions than the competition. Our success is driven by product 325 KTAS 15 Minutes 1385 NM 1650 NM 1120 lbs. specialization and direct access to the largest pool of light turbine buyers. Find out why buyers and sellers are switching to AEROCOR.

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www.epicaircraft.com 541-639-4602 888-FLY-EPIC WWW .AEROCOR.COM

Contrails.EJOPA.indd 2-3 8/14/17 1:51 PM THIS IS EPIC.

AIRCRAFT SALES & ACQUISITIONS

ACCURATE INTEGRITY UNPARALLELED PRICING EXPOSURE Proprietary market Honest & fair Strategic partnership tracking & representation with Aerista, the world's valuation tools largest Cirrus dealer

CALL US TODAY! (747)(747) 777-9505 777-9505 or [email protected] or [email protected] www.epicaircraft.com 541-639-4602 888-FLY-EPIC WWW .AEROCOR.COM

Contrails.EJOPA.indd 2-3 8/14/17 1:51 PM FEATURES

A FLATLANDER’S 30 VIEW OF FLYING ALASKA THE HISTORY OF “Until I visited An- 11 FLIGHT SIMULA- chorage ... knowledge TORS MISSION of ﬂying in Alaska 50 ACCOMPLISHED consisted of viewing “Some of today’s “Just when you every episode of the advanced ﬂight simula- thought Cirrus greatest reality TV tors have the capacity Aircraft couldn’t program in the history to provide pilots with get any better, they of the world: “Flying experiences of six did... “ Wild Alaska.”” degrees of freedom...” BY RACHEL FRIEDMAN BY LARRY STYS BY MORGAN LOPEZ AND DAVID KECK

THE EUROPEAN 26 UNION AND WHY GET INSURANCE 53 UPSET? “Many of you prob- “Unusual attitude ably already know training. Upset train- about the Cape Town ing. UPRT. What’s the Treaty and the EU big deal?” insurance require- BY KRISTI ments for aircraft...” FLEISCHMANN BY SKY SMITH

ATC MISCON- 38 CEPTIONS ALL ABOUT “I was ﬁnishing up a 55 OSHKOSH late Sunday evening “If you’ve never been, shift at work when whatever you think I came out of the it is, it’s ten times control room to a bigger than that...” Facebook message BY CHRISTINE CULVER from a pilot friend...” BY CHRISTINE CULVER THIS ISSUE IN SUMMER 2017 / CONTRAILS / 5 TABLE OF CONTENTS

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Contrails.EJOPA.indd 4-5 8/14/17 1:51 PM CONTENTS

SUMMER 2017 EJOPA / VOLUME 3 NUMBER 3

AJ PUBLICATIONS STAFF 8 EDITOR’S NOTE EDITOR An update from Contrail’s Editor, Rachel Friedman Rachel B. Friedman, Ph.D.

ASSOCIATE EDITOR 16 miPAD Rilee Whitaker The latest in iPad tech & gadgets EDITORIAL ASSISTANT BY WAYNE RASH Amber Hubert

20 THE LATEST FROM EJOPA ART DIRECTOR Trey Henderson 36 Annual Conference Report and Market Update PHOTOGRAPHY Jessica Ambats, Thierry Pouille, 36 TALES OF A FERRY PILOT Guillaume Fabry, Trey Henderson, Paul Bowen, ONE Aviation, Embraer A professional ferry pilot tells her stories and experiences. BY ABINGDON MULLIN PUBLISHER Thierry Pouille AIRCRAFT INTERIORS: THE GOOD, THE BAD... 40 ADVERTISING MANAGER Want more out of your aircraft interior? Hire a designer that has Meredith Howard Telephone: +1 (561) 841-1551 ext. 7 a background in the industry. [email protected] BY ALYSON BEHR

ADVERTISING SALES Rick Vachon 44 GETTING BACK TO ZERO Telephone: +1 (508) 237-2631 [email protected] A different perspective of life and ﬂying from a military mechanic. CORPORATE OFFICES BY J.R. ANDERSON 1931 Commerce Lane, Suite 5 40 Jupiter, FL 33458 Telephone: +1 (561) 841-1551 47 FLYING YOUR ECLIPSE JET FOR BUSINESS Fax: +1 (954) 252-3935 The ﬁnances and business details of using your jet for RATES AND MEDIA KIT commercial use. INFORMATION ONLINE AT BY SUZANNE MEINERS-LEVY www.ContrailsMag.com or call +1 (561) 841-1551

57 Q&A WITH THE MENTOR FOR SUBSCRIPTIONS, REPRINTS, BACK ISSUES please log onto www.ContrailsMag.com Meet an Eclipse aircraft mentor in this Q&A. or call +1 (561) 841-1551 WITH GREG WEBSTER

CONTACT THE EDITOR: [email protected]

CONTACT THE PUBLISHER: [email protected]

© 2017 CONTRAILS Magazine is published quarterly. All rights reserved. Reproduction in any form without written permission from the publisher is prohibited. Please send comments to the attention of the publisher. 57 PRINTED IN THE USA.

6 / CON T R A IL S / SPRING 2017 SUMMER 2017 / CONTRAILS / 7

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SUMMER 2017 EJOPA / VOLUME 3 NUMBER 3

AJ PUBLICATIONS STAFF 8 EDITOR’S NOTE EDITOR An update from Contrail’s Editor, Rachel Friedman Rachel B. Friedman, Ph.D.

ASSOCIATE EDITOR 16 miPAD Rilee Whitaker The latest in iPad tech & gadgets EDITORIAL ASSISTANT BY WAYNE RASH Amber Hubert

57 Q&A WITH THE MENTOR FOR SUBSCRIPTIONS, REPRINTS, BACK ISSUES please log onto www.ContrailsMag.com Meet an Eclipse aircraft mentor in this Q&A. or call +1 (561) 841-1551 WITH GREG WEBSTER

CONTACT THE EDITOR: [email protected]

CONTACT THE PUBLISHER: [email protected]

6 / CON T R A IL S / SPRING 2017 SUMMER 2017 / CONTRAILS / 7

Contrails.EJOPA.indd 6-7 8/14/17 1:51 PM EDITOR’S NOTE inside the august issue FROM THE EDITOR

As the flying cliché goes, the definition of a “good landing” is one from which you can walk away. But very few know the definition of a “great landing.” It’s one after which you can use the airplane another time. The Eclipse Jet Owners and Pilot Association convention on Amelia Island was a great one as the “landing video” demonstrates! I sure hope everyone has seen this by now.

The opportunities to learn were endless as we heard about the eclipse jet market reports, the claims process should you have to file one, the eclipse weather radar system (avoidance not penetration as Erik Eliel pointed out) as well as managing task saturation. The safety lessons each speaker presented were invaluable as safety is always of the upmost im- portance in flying any aircraft and certainly, we took many lessons from all of the presenters on Amelia Island.

It was also an opportunity to chat with one another, meet new folks, and have fun.

So, what does the end of summer have in store for us weather-wise? According to the farmer’s almanac, there will be thunderstorms followed by fair weather in the Northeast and New England with a solar eclipse Rachel B. Friedman, Ph.D. on the 21st. The Southeast part of the US will be quite humid with a wet Editor, Contrails Magazine. system moving from the Gulf of Mexico inland to Mississippi and Lower Tennessee. In the Northwest, expect fair skies with warm conditions with possibly some showers towards the end of the month. And finally, California is expected to be rainy while it continues to be hot in Arizona. Heat over Utah is broken by squally weather and it continues to be dry and windy over the desert areas. All in all, the farmer’s almanac presents some good ﬂying weather through the end of summer.

Tail Winds and Blue Skies, Rachel B. Friedman Rachel

8 / CON T R A IL S / SUMMER 2017

Contrails.EJOPA.indd 8-9 8/14/17 1:51 PM EDITOR’S NOTE inside the august issue FROM THE EDITOR

It was also an opportunity to chat with one another, meet new folks, and have fun.

Tail Winds and Blue Skies, Rachel B. Friedman Rachel

8 / CON T R A IL S / SUMMER 2017

Contrails.EJOPA.indd 8-9 8/14/17 1:51 PM HIGH SCORE: 12,171,903 Six Degrees of Freedom from Six Degrees of Separation:

the History of Flight Simulators

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A BOLD STATEMENT DOESN’T NEED TO MAKE NOISE.

For 2017, the Pilatus PC-12 NG launches bolder than ever. We’ve partnered with Designworks, a BMW Group Company, to offer six modern and elegant interior designs, each tailored to a unique style and attitude – yours. The new PC-12 NG’s composite ve-blade propeller makes ARTICLE BY: Morgan Lopez and David Keck the cabin even quieter and the ride even smoother. After all, great style is never loud. COVER PHOTO: Jay Obernolte/Action 52 Air Command

Pilatus Business Aircraft Ltd • +1 303 465 9099 • www.pilatus-aircraft.com SUMMER 2017 / CONTRAILS / 11

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PIL0117_POPA_BoldStatement.indd 1 2/3/2017 8:21:56 AM HIGH SCORE: 12,171,903 Six Degrees of Freedom from Six Degrees of Separation:

the History of Flight Simulators

READY PLAYER 1

A BOLD STATEMENT DOESN’T NEED TO MAKE NOISE.

Pilatus Business Aircraft Ltd • +1 303 465 9099 • www.pilatus-aircraft.com SUMMER 2017 / CONTRAILS / 11

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PIL0117_POPA_BoldStatement.indd 1 2/3/2017 8:21:56 AM FLIGHT SIMULATORS

were the Sanders Teacher and the Antoi- his own personal trainer. Organ bellows, Even before the United States entered (variable, anamorphic motion picture late 1970 and early 80s, when software nette trainer. The former was, for the most an electric pump, and a universal joint World War II at the end of 1941, a new need projector. his system used film and ana- developers such as subLOGIC and Microsoft part, a simple plane attached to a universal allowed the trainee to create the sensa- for a specific kind of ontheground flight morphic projection to improve the caliber began to produce games such as Microsoft joint that could be turned into the wind. tions of pitch and roll. When twelve Army training became clear. As early as 1939, the of the image, but the system restricted Flight Simulator (MFS) for computers like Students could use the controls for the pilots were killed trying to deliver the US British recognized that they had to prepare pilots to the area being displayed on film. the Apple II, TRS-80, and the emerging rudder, elevator, and aileron to fly the mail because of their lack of experience in their crews ferrying U.S. aircraft across The development of closed circuit televi- IBM 16-bit personal computer. Initially, plane and make adjustments as required. flying conditions reuiring instruments, the Atlantic for celestial navigation. Thus, sions further improved visual systems. The the graphics were quite simple, but as While the Sanders Teacher depended on the Army contracted with Link to develop by 1941 the Celestial Trainer was invented. belt model recorded a moving image on a computing power progressed, so too have the wind to create the forces for the pilot simulators for blind flying. his capacity, A whole bomber crew could use this large belt and displayed the image on a screen in these games continued to evolve. The latest to interact with, the Antoinette trainer combined with the more realistic perfor- device for various purposes A pilot flew, front of the cockpit. In 1962, Redifon pro- version of MFS is now published as Flight was dierent in that it had pilots struggle mance of the pneumatic system, meant the bombardier supplied targeting infor- duced the first color visual system, further Simulator X: Steam Edition. to balance their “craft” (a half of a barrel that Link trainers became the most com- mation, and a navigator used radio aids increasing the realism of flight simulators. oday, the field of flight simulation also mounted on a universal joint) against mon simulators of the 1930s. and a celestial view to guide the pilot. This This realism continued with the develop- enjoys a National Center in Orlando, instructors using poles to simulate motion, uch advances in flight simulation celestial view consisted of stars that were ment of the Rigid Model, where the camera Florida, the abovementioned Hall of Fame, wind, etc. These two, developed within ten helped created a safer environment for aed to the top of a large dome, which had the ability to move over dioramas of and accepted professional standards for years of the right brothers flight, repre- flying, but the pilots identity changed as would move to correlate the changes in towns and other settings. the field. esigners and dreamers con- sent the beginnings of the contraptions we well. he familiar phrase to fly by the time and longitude and latitude. tinue to develop new ways of providing “Inventors originally ome of today’s advanced now call flight simulators. seat of one’s pants” characterizes the spirit he war eort needed more pilots and safe, economical, and reliable training for Not too long after, World War I required of early aviation. However, the widespread more complex planes, and the pilots and developed simulators to civilian and military pilots and crews. Just flight simulators have the ca- governments and designers to develop new use of simulators, instruments, radios, etc. their crews had to be prepared for acci- prepare those who already recently at Oshkosh 2017, one-G simula- Spacity to provide pilots with devices and techniues for flight simu- meant that a pilot’s identity was increas- dents, errors, and unexpected needs. The had an interest in ﬂying, but tion presented the Torrance 44, “a beta experiences of six degrees of free- lation. The necessity of rapidly preparing ingly connected to interpretation of data ability to simulate vehicular failures or the within the last several platform representing an R-44 helicopter dom: forward/backward, up/down, hundreds of new pilots to address critical and less connected to the ethos of the results of combat ahead of time prepared which uses virtual reality visuals coupled wartime needs meant that eective train- free-wheeling barnstormer. pilots and crews for any number of emer- decades, ﬂight simulators for with aerodynamically delivered haptic or left/right (or pitching, rolling, or ing tools quickly advanced. The Antoinette That said, as World War II was to gency procedures, thereby saving countless the personal computer have feedback to create a highly immersive user yawing in either direction). These models thus became increasingly sophisti- demonstrate, successful combat pilots still lives, as well as enormous sums of money. become an important way for experience.” incredible devices are the product cated, with the controls of the trainer now needed to improvise in the air and fly by Advancements in electronics played an young people to develop their of over 100 years of design devel- moving the vehicle through electrical or whatever had not been shot away by the essential role, both in terms of the tech- passion for the skies.” The interconnected history dis- mechanical actuators. Simulators also took enemy. Simulators continued to play a sig- nical sophistication required of crews and opments that come from a series cussed here – the links between on the role of helping instructors deter- nificant role. ilots of the major air forces in terms of what simulators were capable World War II led to crucial advancements of technological discoveries and mine who had the psychological and phys- of World War II all learned on various of providing. For example, England’s Tele- in electronics, particularly the ability of computers, wars, player pianos, historical events. iological capability to deal with the stresses models of Link Trainers. communications Research Establishment analog computers to develop aerodynamic videogames and more – reminds of combat. Although such simulators (TRE), a research organization working equations and permit an accurate feedback us that the joy of flying in the Just as we sometimes use the phrase did not do much for preparing pro- with the Royal Air Force, produced one of of flight forces. light simulators created skies is made possible by hours of “six degrees of separation” to describe how spective pilots for how to deal with the most critical technological advance- by Redifon and Curtiss-Wright immedi- two human beings can be connected by specific emergencies in the air, these ments during the war: radar. They also ately after World War II used this method, safe flying on the ground. C six or fewer steps, so too can we use this did help government ocials remove designed synthetic radar trainers for all thereby enhancing the realism of ground figure of speech as a way of thinking about unualified students from programs. new radars developed during the war. training. ollowing these modifications, the interwoven developments that are In some ways, the ones who failed Anti-aircraft directors were computational NASA conducted the majority of the essential for pilots, aircraft, and simulator were the lucky ones – the typical devices providing ongoing data for shoot- complicated research on motion systems. designers. career of a World War I combat pilot ing at moving vehicles. As they became NASA’s research generated a set of motion n some ways, devices to simulate flight lasted only a few weeks. increasingly complex, the need to prepare equations that were then employed by predate the right brothers flight in Although formal simulator train- crews for using them was met with new many flight simulator companies. ater, 1903. Designers such as the Wrights built ing today is mandated by militaries simulators. the General Electric Company manufac- models of various forms to try out their or major airlines, the most import- After the war, steady improvements in tured the first computer generated imag- designs. It is not too much of a stretch to ant post-World War I simulator was visual technology and computers were ery (CGI) system for the space program. note that their inventive spirit stems from initially marketed as both a “training leading contributors to simulator evolu- Inventors originally developed simu- experiences as bicycle makers and riders. aid” and as an “amusement device.” tion. There have been many limitations lators to prepare those who already had imilarly, the great American fighter ace of These trainers, produced by Edwin A. in the various technologies developed for an interest in flying, but within the last World War I, Eddie Rickenbacker, devel- Link, foreshadowed the popularity of simulator visual systems over the decades. several decades, flight simulators for oped the uick reflees and sure instincts computer flight simulator games. In the 1950s, the shadowgraph, a light the personal computer have become an he needed in the skies over Europe as a Interestingly, Link used his family’s source projected upon a panoramic display important way for young people to de- race car driver. experience with manufacturing player to create a realistic feeling of flying, was velop their passion for the skies. Today’s Two of the earliest aircraft simulators pianos and organs in order to make PHOTO: EMBRY-RIDDLE AERONAUTICAL UNIVERSITY ARCHIVES a popular system. Link developed VAMP desktop games have their origins in the PHOTO: SIMCOM

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hen Apple introduced the ro tablets, and significantly faster than original iPad Pro in November, other iPads. W, my first thought was how There’s also more memory avail- nice it would be to be able to display two able with the iPad Pro than you can full iPad screens side-by-side. Unfor- get with other iPad models. The RAM tunately the iPad Pro, with its 12.9-inch memory available to the processor is screen size was too large to make sense now 4 gigabytes, twice as much as was in the cockpit. The smaller 9.7-inch iPad available in older iPads. The new iPad Pro that was introduced in 2016 was the Pro can now support up to 512 gigabytes miPAD right size, but it didn’t provide enough in of storage, which is twice the amount THE BEST APPS AND GEAR FOR YOUR iPAD terms of features and performance useful previously available. to pilots to give many a reason to buy. Having a half terabyte of storage may seem like overkill, but by the time you “The 10.5-inch iPad Pro has start filling up your iad with maps important features that pi- and other data to be used oine, the lots will ﬁnd useful, while its storage requirements can really mount up. I found myself having to erase some chassis size is identical to the navigation data on my previous iPad to standard iPads that you’re make room for updates. used to using in the cockpit.” The extra memory could prove to be APPLE’S NEW 10.5-INCH especially useful if your flying takes you Finally, Apple has introduced some- to a wide variety of airports in a num- thing in between. The 10.5-inch iPad ber of dierent countries, making it MAY BE Pro has important features that pilots possible to simply keep everything you IPAD PRO JUST run some free apps simply failed with a will find useful, while its chassis sie is need on hand without a problem. identical to the standard iPads that you’re The extra performance and the addi- notice that the app needs to be updated. used to using in the cockpit. tional resources don’t shorten the battery It’s also possible that some software may RIGHT IN THE COCKPIT Apple performed the size magic by life. You still get the 10 hours of aver- not handle the increase in pixel count reducing the size of the screen borders, age use with the 10.5-inch iPad Pro, just gracefully, although Apple has said that it which in turn increased the visible screen like with other iPads. Apple does this should be seamless. area. The new screen has some other by supporting variable refresh rates, so When I tried the major iPad aviation useful features, such as a variable refresh when the iPad’s screen doesn’t need to apps with the new iPad Pro, including rate that can go as high as 120 Hz. The be refreshed, it won’t waste the battery ForeFlight and FltPlan, they worked nor- screen is noticeably brighter, scrolling and life. When the fastest refresh rate isn’t mally, and the larger, brighter, and clearer other animation is very smooth, and the necessary, the processor can dial down screen simply made them easier to use. resolution is better. the speed to save battery life. With all of the new capabilities, it Apple has announced that the new For most users, the new screen is the should be no surprise that the new 10.5- 10.5-inch iPad Pro has a new anti-re- most obvious feature of the 10.5-inch iPad inch iPad Pro is expensive. The basic unit, flective coating, which helps visibility Pro. When you turn the machine on for with 64 GB of storage, starts at $649, when used in daylight. The new screen is the first time, the larger sie is imme- which is about twice the price of a basic easily visible in full, direct, sunlight. But diately apparent. he eective increase iPad. You can order versions with more the antireflective coating isnt the same gives the new screen about 20 percent memory, and you can add cellular radios as being nonreflective, so you will still more screen area, and that adds to the which can free you from always needing A CONTINUING SERIES need to adjust the angle of the iPad in visibility and ease of use while flying. to be near WiFi, and those also cost extra. your cockpit so that you don’t get blinded here are a few tradeos, however. A fullyconfigured .inch iad ro with By WAYNE RASH by reflected light when the sun is in an When we mounted the iPad Pro on a 512 GB of storage and cellular radios will inconvenient position. Sporty’s Flight Gear HP Kneeboard, the cost $1079.00, not including the keyboard, The new iPad Pro features Apple’s attachment straps intruded slightly into the Apple pencil or the Apple Care main- A10X processor which includes a six-core the corners of the screen. I found the in- tenance plan. design with three high performance cores trusion minor and unlikely to reduce the Despite the price, I found this new and three low-power cores to reduce usefulness of the iPad. iPad Pro to be a delight to use. The high battery consumption when higher perfor- In addition, the iPad Pro comes with performance, the seamless screen actions, mance isn’t needed. While Apple doesn’t iOS 10.3.2. One issue is that some soft- and the excellent visibility make this an release processor specifications, this pro- ware, including a few aviation apps, exceptional companion in the cockpit cessor is much faster than previous iPad don’t work with this version. Attempts to that’s well worth the higher price. C

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EJOPA EDITION

ratings” than ever before. We need them recaptured. While those were major wins, As the type certificate holder of a very to buy into the Eclipse story. a succession of even minor wins strung integrated aircraft, ONE needs to continue ONE made the right call to build a new together can become an equally inspiring to proactively work with vendors to mit- product whose capability doesn’t exist story. I really hope that ONE will tell a igate part issues and aircraft reliability. today. Canada will be an amazing step-up story this year. We saw great examples this last year with plane for us who love the Eclipse experi- A good story also involves keeping external ADS-B mods for pre-IFMS air- ence but want more. With unprecedented eisting aircraft flying. As an aircraft craft and STCs to end icephobic ugliness. light jet range, high performance, and the owner, I see three current challenges: We owners need to do our part. We Garmin G3000, Canada will be in a cate- extended AOG situations are unacceptable, need to be cognizant about the fact that gory of its own. Many of our members are Air Data issues needs be solved once and we fly a low production jet with many deposit holders. for all, and the IS&S relationship needs to custom components. Most of us are busi- The existing Eclipse market, including be reset. ness owners. How would you run your the factory refurbished Eclipse SE, con- business if your worldwide addressable tinues to represent the best value in avia- “The Eclipse is an market is just 250 customers? Some parts tion. owhere else can you find a modern will be expensive. single pilot jet with similar capabilities at amazing jet. Let’s write a Re-engineered this price point. As David Green said a few good story together.” parts may be ridic- years ago, this is a “Gem of Jet.” ulously expensive. By MARCUS ADOLFFSON ONE’s greatest external challenge is to From the outside, it is easy to be crit- Ideally, part prices communicate a new story of success. I ical. Finding solutions are harder. Many would be bench- commonly hear “It is an amazing plane, of the challenges we experience today marked to similar EJOPA 2017 CONVENTION UPDATE but I don’t know what is going on with stem from design decisions and vendor plane types, but we the company.” After the letdown of the selections made by the original Eclipse can’t always expect original bankruptcy, remember how team over 15 years ago. Some vendors still it. fantastic it felt when was first hold a grudge from the early Eclipse days. The Eclipse is an announced, Sikorsky made their invest- Some vendors have shuttered their fa- aaing jet. ets The EJOPA 2017 Socializing with fellow Eclipse Eclipse saga alive, instead of shrinking ment, and when Alan come onboard as cilities. And all vendors want reasonable write a good story pilots continues to be the highlight to a maintenance and repair opportuni- CEO? That’s the good will that needs to be payment terms. together. -Marcus C Convention at Amelia of our gatherings. If you weren’t able ty. An entity that is just focused on MRO Island was a stunning to make it to Amelia Island, our next activities may be good for keeping our regional event is just around the corner. aircraft flying, but with that outcome, the success. It will be held Friday, Aug 18th through story arch of the Eclipse comes to an end. Sunday the 20th at the Hangar Hotel in And every product needs a good story to Texas. Literally park your plane on the be successful. Attendees from all over ramp and walk into the hotel lobby. For It is no secret that the VLJ market is the world congregated in aviators in the group, the event will oer saturated and challenging. The skies will a “hands-on” experience with your jet, never be darkened by VLJs, as predicat- northern Florida to hear sponsored ed at the updates from ONE by our “THIS IS A PIVOTAL TIME FOR ECLIPSE.” beginning friends at of this Aviation, participate in Boca Air- journey. talks, roundtable craft Maintenance. Companions will enjoy Last year only 28 new VLJs were delivered exploring the wineries, shops and dining worldwide: 10 Mustangs, 10 Phenom 100, discussions, and of Fredericksburg only a 10-minute free and 8 Eclipse 550s. In that reality, ONE’s educational seminars. You shuttle ride away. More information is sale team did a tremendous job. And they available on ejopa.org, and we will have also sold a bunch of Eclipse SEs! can ﬁnd recaps of the additional regional events throughout the However, over 100 new TBMs and sessions on our site. year. The next annual convention will be Meridians were sold last year, showing in Nashville May 16th – 20th 2018. there are pilots with the means and the This is a pivotal time for Eclipse. It is capability to step up to turbines. The Cir- in all of our interests for ONE to succeed rus Jet will hopefully succeed in moving as an aircraft manufacturer to keep the more Cirrus pilots into the world of “type

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Contrails.EJOPA.indd 20-21 8/14/17 1:51 PM PRESIDENT’S LETTER

EJOPA EDITION

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Contrails.EJOPA.indd 20-21 8/14/17 1:51 PM EJOPA MARKET UPDATE

EJOPA EDITION July 1st, 2017 specifically aircraft. uyers attempting to choose between Garmin This year has been an interesting time for Very Light Jets, and IFMS aircraft face uncertainty on with several important announcements emerging in the sector. both fronts. pecifically an adapter from etron ocially ended production of the itation ustang, RAS which is expected to bring PPG with the final aircraft rolling o the production line on ay windshields to Garmin aircraft has not 11th. Interestingly, this announcement came only 8 days after yet been released (whereas PPG wind- irrus announced that it had received an AA production certifi- shields are available for IFMS aircraft). cate for its newly certified ision jet, paving the way for a As a counter point, a final A solution ramp-up in deliveries. Not long thereafter, ONE Aviation quietly for IFMS aircraft has yet to material- put forward some announcements of its own. The aircraft ize (though one is available for Garmin previously referred to as “Project Canada” had now been given aircraft). With a high level of supply and a name, the Eclipse 700, and with the selection of a name came comparatively long time-on-market, this another final selection the engine. ooking to gain access to the segment is now subject to downward 2017 Q3 ECLIPSE 500/550 latest technology and the strongest supply chain, ONE Aviation pressure, and sellers may be forced to has selected the Williams FJ33 to power the Eclipse 700. A vari- reduce their pricing to meet demand. ant of the same engine found on the Cirrus Vision, this engine MARKET UPDATE will help the aircraft achieve its improved performance targets. IFMS v2.0 The noteworthy activity wasn’t limited to new aircraft, The IFMS market has shown remark- however, as the pre-owned markets also saw a fair amount of able consistency, with a total of 8 aircraft activity. A total of 19 pre-owned Eclipses traded hands in the trading hands in the first half of first half of , which is identical to the number of preowned (this compares with 7 transactions clos- transactions during the same period last year. While the number ing during the same period in 2016) Val- of sales has remained consistent, the rate at which aircraft are ues among IFMS aircraft have remained coming to market has increased, which has lead to a higher strong, with far less depreciation than in overall supply. oughly of the clipse fleet is currently for years past. Prices have shown a strong sale, which is on par with the ~10% average among Very Light resistance to moving below $1 million, Jets and slightly above the ~9% average of all Light Jets. This and this segment has yielded virtual- suggests the Eclipse market is slightly softer than comparable ly no change in prices since January. In markets, but looking at this figure alone doesnt tell the whole contrast to this flat pricing and consistent story. To truly understand the market dynamics of the Eclipse sales, the rate of new listings has accel- fleet, we must divide the market into likekind segments. erated. With new supply outpacing sales, hese segments are largely defined by the avionics version in- inventory levels have increased. Expect stalled, and display unique trends as follows: values to decline (or remain consistent) in response to ongoing changes in supply. Avio 1.0 - Avio 1.3 (Legacy aircraft) Sales activity in this segment was surprisingly high, with a IFMS v2.5 - v2.7 (Plus) total of aircraft trading hands in the first half of of As predicted in our last report, ex- these sold by AEROCOR), compared to a total of 4 sales during cessive supply has resulted in declining the entirety of . hile the legacy fleet sie continues to values, however, the market may be slowly decline (as aircraft are upgraded or converted to Special stabilizing. A total of 6 aircraft were sold Edition aircraft), a loyal and enthusiastic following persists, during this time period, 3 pre-owned helping to provide parts and support. Prices have remained aircraft brokered by AEROCOR, and 3 ad- relatively unchanged, though buyers can be extremely price sen- ditional aircraft delivered by the factory sitive. Overall liquidity has been somewhat low, and improperly as Special Editions. Most of this activ- priced aircraft will remain on market indefinitely. ity has taken place very recently, with a total of 5 out of the 6 sales closing in Avio 1.5 - Avio 1.7 (Garmin aircraft) the last 60 days. These sales have helped The market for Garmin aircraft may be moving towards a reduce supply to just under 10% of the period of adjustment as buyers and sellers react to external fleet, bringing the market into a healthier pressures. Only one Garmin aircraft was sold during this period balance. Values in this segment are also (brokered by AEROCOR), and after 2 years of near zero depreci- expected to mirror changes in supply. C ation, Garmin aircraft now face pressure from other segments

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Contrails.EJOPA.indd 22-23 8/14/17 1:51 PM EJOPA MARKET UPDATE

22 / CON T R A IL S / SUMMER 2017 SUMMER 2017 / CONTRAILS / 23

Contrails.EJOPA.indd 22-23 8/14/17 1:51 PM Go Ahead. Stand on the Brakes.

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Contrails.EJOPA.indd 24-25 8/14/17 1:51 PM Go Ahead. Stand on the Brakes.

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Contrails.EJOPA.indd 24-25 8/14/17 1:51 PM INSURANCE MAP: CAPE TOWN TREATY PARTICIPANTS

Wednesday 10 May 2017, Government sign Order to adopt “Alternative A” insolvency provisions of the Cape on onention and irraft rotoo into rish a.

“The Government Order will allow creditors gain access to their aircraft assets in the event of the insolvency of a debtor. In practice this means that, in the event that a debtor leasing an aircraft – typically an airline - is declared insolvent, the rele- vant creditor - typically the aircraft leasing company - can obtain access to their assets after 60 days assuming the defaults have not already been cured in that timeframe.”

If you own an aircraft that meets the with a sub limit of at least $146,883 per policy doesn’t include your destination, registration requirements, you should passenger. contact your agent and ask if a territory look into it. Call your bank or go online For example, a customer with a extension is possible. to the FAA at: Westwind wanted to take his family Territories can also be limited by the THE EUROPEAN UNION AND INSURANCE: faa.govlicensescertificatesair- to Europe. Because the Westwind has political climate in the country. Just this craftcertificationaircraftregistry a maimum gross takeo weight over last year, a couple of customers were WHAT YOU NEED TO KNOW WHEN YOU CROSS THE POND cape_town_treaty/ 22,000 pounds, the owner/pilot was re- flying through outh America and two Still have questions about the Inter- quired to buy a minimum of $27 million countries, Columbia and Venezuela, were national Registry? Go to the Interna- USD in liability coverage. specifically ecluded. tional Registry website at international- The smaller the aircraft, the lower the As for the limits of liability neces- By SKY SMITH registry.aero. limit. A pound takeo weight will sary for uropean flights, often when Basic insurance requirements is an- require approximately $4,406,483 or just the underwriter is contacted about the other issue for anyone flying outside the less than five million in liability territory extension, they will automat- tional Registry” (CTIR). “Traveling internationally United States. Check out Regulation (EC) insurance. ically calculate the limits needed for he was designed to protect finan- ANY AIRPLANES THAT FALL 785/2004 - “Insurance Requirements Getting higher limits on an “own- the aircraft they insure and make the requires an international cial interests in certain aircraft and engines. INTO THE CATEGORIES BELOW for Air Carriers and Air Operators.” It er flown policy will depend on the adjustments to the policy as necessary. The International Registry is recognized by a NEED TO BE REGISTERED: defines the minimum level of insurance aircraft, the pilot and the underwriter. Sometimes this is at no cost, depending registration, known as the number of countries as an additional place for coverage required for all air carriers and f you are flying a essna itation and on the basic level of liability you carry the filing of interests, including prospective Cape Town Treaty, for the air operators. regularly carry $5 or $10 million in USD already. If you carry $25 or $50 million ertified with at least interests, in certain airframes, helicopters, and Anyone that is going to be flying to, coverage, it should be easier for you to liability already, they might not need to eight (8) seats includ- owners of certain aircraft.” aircraft engines. Canada and Mexico opted out 1 from or over any of the participating get the higher liability limits than it will make any changes to the policy except ing crew; or carrying of the treaty. Many of you probably already know about nations in the EU, should review their for the owner of a Cessna 421 wanting to for noting territory changes. Many of the “goods” in excess of The registration process is fairly simple, the Cape Town Treaty and the EU insurance aviation insurance policy and the make their first trip overseas. policies on turbine and turbo props are 2750 kilograms (6050 but requires a title company, registration with requirements for aircraft, so this might be a limits to see if the new requirements Again, the rate and limits will be worldwide policies with an expansive pounds) CTIR, and additional funds. This registration have been met. based on the aircraft and the pilot ex- territory. “Déjà vu” moment, but I thought I’d share the can cost into the thousands of dollars. basics anyway. The liability requirements are based perience. Getting the required insurance Often times a trip with a group is the Helicopters that are type ven if you never plan on flying internation- Traveling internationally requires an inter- on the maimum gross takeo mass of coverage might require changing com- best way to make your first overwater 2 certificated to transport ally, it is still considered a registration re- national registration, known as the Cape Town the aircraft. The total third party lia- panies or getting additional training. flight. he premise is that you will have At least five per- quirement. It appears to be in the best interest Treaty, for the owners of certain aircraft. The bility limits are given in Special Drawing You might actually need to add a pilot to other aircraft with you if something sons including crew; or of the buyerowner and financial institution be- Cape Town Treaty establishes the right for Rights (SDR), which are the International the flight that will meet the minimums happens. “goods” in excess of 450 cause the “priority” of your lien will be at risk. owners of these aircraft to grant an “Irrevo- Monetary Funds currency unit that has to get the limits you need for the trip. If possible, a concierge service is also kilograms (990 pounds) A further explanation is a person or company an exchange rate of about 1 SDR to $1.52 Most aviation policies have a section a great way to go. hey can help you file cable De-Registration and Export Request Au- could register your aircraft on the international thorization” (IDERA) to a secured party. The US dollar. The passenger limits also in- that is called definitions and that the paperwork with dierent countries Jet propulsion aircraft registry before you and that registration would treaty was adopted in the United States by The creased. Although, there are provisions section should include the territories and customs, and if you can find a com- engines with at least take priority over the FAA registration. They 3 Cape Town Treaty Implementation Act of 2004 that allow individual EU States to lower where you are covered. Most cover the pany that has a flight planning service, 1750 pounds of thrust would become the “owner” of your aircraft. If those limits to a minimum of $100,000 United States, Canada and Mexico. A few that’s even better. Flight planners can on August 9. This also establishes the “Civil that is true, you might have to pay the inter- Aviation egistry. he eective date of these SDR’s ($146,883 USD) for non commer- companies include territories like “the help find the safest and most economical Turbine-powered or nationally registered “owner” to release your changes was March 1, 2006. cial operators. f you fly an aircraft that islands of the Bahamas,” or “the Carib- route for you and your specific aircraft. piston-powered aircraft aircraft registration to you. Fear of fraudulent 4 ven if you are not planning on flying in- has a maimum takeo weight over bean”, or maybe “the islands of the West It’s important to plan ahead when engines with at least 550 filing makes it important to take this seriously. ternationally, when you buy a certain airplane, 5955 pounds, the passenger requirement Indies.” Others might put latitude and travelling overseas by contacting your rated takeo horse- Just this year the there was a new order you are, in theory, still required to register it is $367,207. Even a small aircraft that longitude limits into the language. Make insurance provider and considering all power signed in Ireland, changing some of the rules in weights less than 1103 pounds is required sure that your policy covers your aircraft options of assistance to make your trip through the FAA and the “Cape Town Interna- the Cape Town Treaty. to carry at least a $1,101,621 liability limit at the destination and en route. If the smooth and safe. C

26 / CON T R A IL S / SUMMER 2017 SUMMER 2017 / CONTRAILS / 27

Contrails.EJOPA.indd 26-27 8/14/17 1:51 PM INSURANCE MAP: CAPE TOWN TREATY PARTICIPANTS

Wednesday 10 May 2017, Government sign Order to adopt “Alternative A” insolvency provisions of the Cape on onention and irraft rotoo into rish a.

26 / CON T R A IL S / SUMMER 2017 SUMMER 2017 / CONTRAILS / 27

Contrails.EJOPA.indd 26-27 8/14/17 1:51 PM Overhaul & Repair of Aircraft & Helicopter Tires, Wheels & Brakes Is flying a military jet on your bucket SEE OUR SISTER Since 1966, Aero Wheel & Brake Service Corporation has provided COMPANY list? DESSER repair, remanufacturing and retreading services for general aviation, TIRE

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Contrails.EJOPA.indd 28-29 8/14/17 1:51 PM Overhaul & Repair of Aircraft & Helicopter Tires, Wheels & Brakes Is flying a military jet on your bucket SEE OUR SISTER Since 1966, Aero Wheel & Brake Service Corporation has provided COMPANY list? DESSER repair, remanufacturing and retreading services for general aviation, TIRE corporate, commuter and jet transport aircraft worldwide. WWW.DESSER.COM

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Contrails.EJOPA.indd 28-29 8/14/17 1:51 PM By LARRY STYS “Mountains are challenges to pilots regardless of whether you are ﬂying something that leaves Contrails or just burns 100 Low Lead.”

30 / CON T R A IL S / SUMMER 2017 SUMMER 2017 / CONTRAILS / 31

Contrails.EJOPA.indd 30-31 8/14/17 1:51 PM By LARRY STYS “Mountains are challenges to pilots regardless of whether you are ﬂying something that leaves Contrails or just burns 100 Low Lead.”

30 / CON T R A IL S / SUMMER 2017 SUMMER 2017 / CONTRAILS / 31

Contrails.EJOPA.indd 30-31 8/14/17 1:51 PM ALASKA

Until I visited Anchorage as In the “lower forty-eight,” moun- the spear for America’s North Ameri- tains are challenges to pilots regardless can Air Defense Command. You could part of a working assign- of whether you are flying something spend an afternoon watching move- ment and vacation, knowl- that leaves “Contrails” or just burns 100 ment of F-22 Raptors, C-17 Globemas- Low Lead. Alaska adds a unique per- ters, C-130 Hercules, and HH-60 Pave edge of flying in Alaska spective to this mountain challenge. Hawk helicopters equipped for special consisted of viewing every Flying into Alaska’s largest city, An- operations and search and rescue (SAR). chorage, a city with 300,000 residents errill is less than five nm northwest episode of the greatest tucked into a generous 1,960 square of Ted Stevens Anchorage International reality TV program in the miles, is intense. This modest sized (PANC). Alaskans renamed the airport city has an international seaport, rail in honor of their late Alaskan Senator history of the ord... hub and boasts si profoundly dier- Ted Stevens who perished in the crash The Merrill Field airshow took on balance calculation for the modern Cessna east to Matanuska Glacier. This route was ent airports jammed within the radius of a Twin Otter near Aleknagik, Alaska an earnest intensity on this particular 182T chosen for the assignment. As we much narrower than the Knik Arm was as of a lass harlie Airspace. Air trac in August of 2010. Sandwiched between day, for Alaska’s weather was the best boarded, the early morning activity sur- we clung to the south side of the Mata- Discovery Channel’s™ funnels into these airports along strict Merrill Field and Anchorage Interna- it could possibly be. The next day was a rounding Merrill Field began. There was nuska River valley to Sheep Mountain. aerial corridors serving Anchorage tional is Lake Hood, a tower-controlled Flying Wild Alaska. dierent story leaped at the chance to a large gaggle of general aviation aircraft uring our preflight briefing, we had International (PANC), Elmendorf-Rich- seaplane base and land base. fly a training earch and escue A ranging from Falcon 900s, De Havilland previewed the weather camera installed ardson Joint Air Force and Army base Flying out of Merrill required a sortie with the Alaska Wing Civil Air Beavers, and student pilots in Cessna on Sheep Mountain. Take a moment to (PAED), Lake Hood airport (PALH), careful study of the numerous supple- Patrol (CAP) on a late summer morning. 150s, mixed with departing 747 cargo open this link... Campbell Lake seaplane base (3C3), ments that control and separate trac Alaska weather flying can be unpredict- flights and Airbus s overhead from ryant Army Airfield aratroop flowing in and out among all these air- able. Any flight that assumes clear skies Ted Stevens. If that was not enough, a avcams.faa.gov training area (PAFR), and Merrill Field. fields did mention uper ubs with as you depart must also include readying pair of “Globemasters” were doing touch ...and look at the many sites the FAA Merrill Field (PAMR) is three nm balloon tires and gun racks on the yourself for the chance of it deteriorating. and goes at Elmendorf. and Alaska Bureau of Aeronautics have southeast of the massive Elmen- wing struts mixed among the mundane n Alaska, the preflight briefing begins nly fifty miles northeast of errill, established to enhance the safety of flying dorfichardson oint ase the tip of Skyhawk or two? with detailed reviews of more than 200 the reason for the gear became obvious. in Alaska’s devious weather. Check out mountain weather cameras installed In the space of twenty minutes, intense Sheep Mountain. Having these cameras through the state. Just having this valu- aircraft trac vanished and was replaced in place has added a measure of safety, as able resource prevents fatal encounters by magnificent wilderness. ur moun- weather forecasts in extreme mountain with dangerous winds, unpredictable tain training route departed from Merrill regions are not as accurate as in flatlands. turbulence, and specifically, sudden low Field, headed north east up the Knik Arm Furthermore, the camera images are ceilings and limited visibility. (Inlet) to Palmer (PAQ); a well-known refreshed no more than 60 mins apart to As part of the preparation, we loaded starting point for many Alaskan bush-pi- provide the pilot the most accurate view. a large amount of survival gear: sleeping lots. From there, we turned more east and Pilot reports are necessary. Often times, bags, cold weather parkas, emergency ra- south to follow the ridgeline into Lake listening in on the chatter between bush tions, water, handheld ELTs and FAA ra- George Glacier and Inner Lake George. pilots might be the most valuable source dios, flares, first aid kits, and much more. Since it was late summer, mansion-sized of flight conditions. eather changes It felt strange and a bit of chunks of ice broken o from the glacier quickly in the Alaskan bush country, so overkill, ne- floated on the murky water. you must have an escape plan regardless cessitating With wonderfully light winds, we of how pleasant the beautiful mountains a careful worked back out along the west side look in the bright sunlight of an early weight and past the massive Knik Glacier, whose morning flight, which often is the best melting waters feed the Knik Arm all and safest time to fly. his is what it is the way back through Anchorage and like to fly in Alaska. here else can mag- into the Cook Inlet approximately 60 nificence overwhelm the mundane miles away. y real Alaska mountain flying lesson From there we headed back to began in the hugach ange very Palmer Field then turned further dierent from flying the ockies. he

32 / CON T R A IL S / SUMMER 2017 SUMMER 2017 / CONTRAILS / 33

Contrails.EJOPA.indd 32-33 8/14/17 1:51 PM ALASKA

32 / CON T R A IL S / SUMMER 2017 SUMMER 2017 / CONTRAILS / 33

Contrails.EJOPA.indd 32-33 8/14/17 1:51 PM ALASKA

flying up the ake eorge lacier, the explain why a Cessna 182 will turn tighter splendor of Denali, and Mount Susitna LARRY STYS is an experi- Matanuska River, and Matanuska Glacier, occurs ﬂying up and in less space than a Cessna Citation X. called the Sleeping Lady. enced pilot, CAP Colonel, and past Wisconsin wing com- were typically only 1000-2000 feet above Learning these lessons in this intense On the west side of Knik Arm oppo- mander. With over 4700 hours sea level. The spectacular ridgelines these canyons of session did not detract from the beauty site downtown Anchorage, our nervous in the cockpit and 50 years of soared more than 6000 feet a metaphori- of Alaska. In this image, look carefully Alaskan pilot, having lived most of his life service in the Civil Air Patrol, Mr. Stys is a proud member cal arm’s reach away. It was humbling to steeply rising and spot the herd of mountain sheep. in Alaska and born to flight in this part of of NAFI, AOPA, EAA, and EAA look out the window and stretch the neck As the day lengthened, the transition to the world took over “threading the needle” Chapter 838. up to catch glimpses of the mountains. terrain and e practiced contour flying to gauge the impact wind had on our ability to narrow walls.” search eectively and survive. t is vital to understand the nature of mountain I learned how to perform the can- winds. t is safer and easier to fly along yon turn at a safe point up Matanuska windward slopes since updrafts would Glacier valley. This was a more aggres- more likely carry the aircraft above the sive maneuver than a steep turn. Done ridgeline rather than smashing the air- correctly demands experience with the craft into the side. This path also allows aircraft flown especially critical air- time to turn away from the ridgeline speeds. Obvious speeds are best rate (Vy) in an escape maneuver. The Alaskan and best angle of climb (Vx). However, a mission instructor advised extreme canyon turn requires precise knowledge caution flying along leeward slopes as of minimum level flight speed min, downdrafts and turbulence can quickly especially in circumstances where it exceed any aircraft’s performance capa- could exceed maneuvering speed (Va). bilities. He recommended safely testing This swap between the two speeds occurs the winds by flying above the valley most often at high density altitudes found first, all the more so when flying up a in the Rockies, or the mountains of the narrow valley. There the windward side Brooks Range in the interior of Alaska. A may be the only option. simple way to describe Vmin is to call it The lesson on what looked like a safe the new slow flight standard found in route through a mountain passes began. A the edition of AAs Airman ertifi- correct answer also meant it was or could cation Standards: Part VIII, “maneuvering be a life-saving decision. A fatal “Point of during slow flight. o eturn occurs flying up these can- We slowed the Cessna 182 to 80 knots yons of steeply rising terrain and narrow with of flaps. was instructed to fly on walls! He repeatedly stated never turn up the windward side of the canyon to allow a canyon too narrow for the turning radi- a left turn away from the ridge, using the us the radius of your aircraft. Situational most distance between slopes to complete awareness: Know where you are! the maneuver safely. I brought power to Civil Air Patrol has produced a copy- near idle, yet mitigated shock cooling.

34 / CON T R A IL S / SUMMER 2017 SUMMER 2017 / CONTRAILS / 35

Contrails.EJOPA.indd 34-35 8/14/17 1:51 PM ALASKA

Chugach range appears to erupt from the righted 164-page guide to train pilots The airplane was rolled rapidly in an autumn’s colors added its glory, leaving of precise altitude and position required to coastal waters in Alaska. Merrill Field’s in mountain flying and search methods aggressive heart pounding turn of 45°-55° enduring memories to last the rest of enter the trac pattern for unway . elevation is only 137 feet mean sea level. called Mountain Fury. To protect the degrees, simultaneous with deployment of this writer’s life. All of us devoted to our Grace, or Luck, was with us, as the next The Chugach take on a mountain emi- copyright this writer can only make a few full flaps. alfway point in the turn, love of flight have images burned into day’s weather made any chance of safe nence not often seen in the continental quotations and references. However, Am- power came up to cruise, and flaps were our memories. And done a hundred flight unlikely. nited tates ecept perhaps at the azon.com™ sells this inexpensive guide retracted. Airspeed by this time deceler- things you have not dreamed of wrote Sometimes it is not bad to trade a lympics in ashington tate rising as under the title “Mountain Fury: Moun- ated to stall speed times 1.3. Expect to lose John Gillespie Magee in his inspiring yoke for a fishing rod and just bring they do from sea level to summits rang- tain Search Pilot Course Guide” if you are some altitude, as necessary, to maintain poem High Flight. home a hundred pounds of King and ing from 7,460 to 13,176 feet. A massive interested. Vmin : vital to avoid a potentially fatal Reality returned as we once again Silver salmon fortress of stone and ice surges thousands accelerated stall. Therefore, the key to the approached Palmer Field. This part of “just for the halibut!” C of feet above. The contour lines on the canyon turn is precise airspeed. The turn Alaska seemed a lot like a trip to the Anchorage and Seward sectional charts “A fatal ‘Point of radius increased profoundly in the Cessna north woods of Wisconsin or Minneso- indicated that most of the elevations 182 when I tried the same turn from 100 ta; until we looked up and out to see, on eperienced in the valley floors, such as No Return’ knots. You do not need an argument to this spectacularly clear day, the awesome flying up the ake eorge lacier, the explain why a Cessna 182 will turn tighter splendor of Denali, and Mount Susitna LARRY STYS is an experi- Matanuska River, and Matanuska Glacier, occurs ﬂying up and in less space than a Cessna Citation X. called the Sleeping Lady. enced pilot, CAP Colonel, and past Wisconsin wing com- were typically only 1000-2000 feet above Learning these lessons in this intense On the west side of Knik Arm oppo- mander. With over 4700 hours sea level. The spectacular ridgelines these canyons of session did not detract from the beauty site downtown Anchorage, our nervous in the cockpit and 50 years of soared more than 6000 feet a metaphori- of Alaska. In this image, look carefully Alaskan pilot, having lived most of his life service in the Civil Air Patrol, Mr. Stys is a proud member cal arm’s reach away. It was humbling to steeply rising and spot the herd of mountain sheep. in Alaska and born to flight in this part of of NAFI, AOPA, EAA, and EAA look out the window and stretch the neck As the day lengthened, the transition to the world took over “threading the needle” Chapter 838. up to catch glimpses of the mountains. terrain and e practiced contour flying to gauge the impact wind had on our ability to narrow walls.” search eectively and survive. t is vital to understand the nature of mountain I learned how to perform the can- winds. t is safer and easier to fly along yon turn at a safe point up Matanuska windward slopes since updrafts would Glacier valley. This was a more aggres- more likely carry the aircraft above the sive maneuver than a steep turn. Done ridgeline rather than smashing the air- correctly demands experience with the craft into the side. This path also allows aircraft flown especially critical air- time to turn away from the ridgeline speeds. Obvious speeds are best rate (Vy) in an escape maneuver. The Alaskan and best angle of climb (Vx). However, a mission instructor advised extreme canyon turn requires precise knowledge caution flying along leeward slopes as of minimum level flight speed min, downdrafts and turbulence can quickly especially in circumstances where it exceed any aircraft’s performance capa- could exceed maneuvering speed (Va). bilities. He recommended safely testing This swap between the two speeds occurs the winds by flying above the valley most often at high density altitudes found first, all the more so when flying up a in the Rockies, or the mountains of the narrow valley. There the windward side Brooks Range in the interior of Alaska. A may be the only option. simple way to describe Vmin is to call it The lesson on what looked like a safe the new slow flight standard found in route through a mountain passes began. A the edition of AAs Airman ertifi- correct answer also meant it was or could cation Standards: Part VIII, “maneuvering be a life-saving decision. A fatal “Point of during slow flight. o eturn occurs flying up these can- We slowed the Cessna 182 to 80 knots yons of steeply rising terrain and narrow with of flaps. was instructed to fly on walls! He repeatedly stated never turn up the windward side of the canyon to allow a canyon too narrow for the turning radi- a left turn away from the ridge, using the us the radius of your aircraft. Situational most distance between slopes to complete awareness: Know where you are! the maneuver safely. I brought power to Civil Air Patrol has produced a copy- near idle, yet mitigated shock cooling.

34 / CON T R A IL S / SUMMER 2017 SUMMER 2017 / CONTRAILS / 35

Contrails.EJOPA.indd 34-35 8/14/17 1:51 PM FERRYING I landed in Incheon and taxied to my parking spot, I was greeted with forty South Korean military in uniform all standing at attention saluting me as I brought my little recip to a stop. I was greeted with handshakes, bows, pictures, and “job well-dones.” It made all the troubles worth it. And then of course there are things you just can’t control on an international trip. I was bringing a King Air to the US from apan and my first enroute stop was ussia. was told by ussia that I couldn’t land because they had changed their schedule and were practicing military maneuvers. So I had to turn around and land back in Hakkaido without a clearance. It was expensive and Russia didn’t open up its airspace again for three days. So I made HAPPY CLIENT the best of it, always smiled and was respectful of the country I was visiting, and always remembered that I had a job to do. As we all have learned as pilots, flying helps us in our dayto day lives as well. hen started learning how to fly in , also started a watch company for female pilots and divers called HAPPY PILOT The Abingdon Co. The skills I have learned in ferrying have TALES OF A FERRY PILOT helped me to be a better business owner, employer, and manager. lus, since ferry flying is contract work, can easily manage By ABINGDON MULLIN it while run my company. ost flying jobs dont allow such fleibility. very trip is dierent and thats the adventure of it. aking down engine parameters every half hour over a sixteen hour flight is great information for a client to have. sing only pencil in the cockpit or wearing white soled sneakers are two small details that only a true professional ferry pilot uses. With 76 thing I wanted to do, but there wasn’t ant. ave several copies of your certifi- dierent airplanes flown, am always looking forward to the I’M A FERRY anywhere I could go to learn how to be a cates, flight plans, clearances to land, and next trip. I’ve been arrested in Tarawa, had back alley massages ferry pilot. So, I just started to tell people I charts along with aerial images of the in Seoul, swam with crocodiles in Darwin, and drank some crazy PILOT. was a ferry pilot. airports you are flying as this will make homemade brew that made my mouth go numb in Pohnpei. There’s nothing glamorous about that. everything go more smoothly. I’ve been Every airplane I’ve delivered was handled meticulously and Usually when I tell people Not many ferry pilots are willing to share put in a hold for two hours over the ocean delivered to happy customers. Through all the challenges, ferry their knowledge, so if you want to be a south of Japan in a Baron because China flying is one of the only jobs that keeps you out of your comfort this, their head cocks to the ferry pilot, you kind of have to figure it didnt have my clearance number to fly zone and teaches you to adapt at unusual times. You can’t stress side and they look at me out on your own. As the saying goes, I into their airspace. Luckily, I had the copy out, you have to roll with the punches and do whatever you have ith a ued fae. faked it until made it. he first job was of the clearance with me, I was able to to in order to stay safe and get the airplane to the destination. oered was to ferry a ing Air to apan. read it over the radio and prevent a three Happy client, happy pilot. had never flown a ing Air, and had no or four hour hold. If you need your airplane moved, delivered, or you may just It’s not a very common occupation in idea how to fly over an ocean. y personal My favorite trip was and always will want a co-pilot to be a second set of eyes on an international aviation, and ferry pilots are about as rare minimums checked me, and I told the cli- be my first solo oceanic crossing. flew a flight, Abingdon is available for hire. ontact her at abingdon as the Sweringen SJ30 jet. But I love ferry ent I was unable to do that trip. The next Cirrus SR20 in a loose formation to South theabingdonco.com. C flying and couldnt see myself in a typi- trip was much more feasible: take a Piper Korea from California with two other cal flying job. m a ferry pilot for life. Tomahawk to a little town south of Gua- aircraft: a Chieftan and a Caravan. I had ABINGDON MULLIN, born in England and raised heard about ferry flying when was dalajara called amora. could definitely to leave two hours earlier than the other in Burbank, CA, is unlike most CEOs. She has a working as a demo pilot for Cirrus Air- serious spirit for the adventure and excitement, do this trip. The plane didn’t even have airplanes because I was so much slow- craft. There was a guy that contracted especially when it has to do with flying. At the a working VOR in it, so it took four days er. Cirruses have two batteries and two age of 14, she first took interest in aviation. Her with Cirrus to deliver airplanes to the fascination grew just as she did and followed her flying down the west coast of eico in alternators, and one of each had failed company’s European and South Ameri- through college and her service as a Peace Corps VFR-only weather. I delivered the airplane by the time I reached Incheon. I also had Volunteer in Africa. By the time she hit 22, she can customers. He would pick up a brand couldn’t wait any longer and she finally earned her to the happy client, stayed in Mexico for a the carbon monoxide detector go black on new aircraft and fly it down to the buyer. private pilots license after just 34 days of training. couple days as his guest, accepted my cash me and had no way of opening a window. He was like Santa Claus delivering new pay, and flew back to os Angeles on a So I put the vents on full blast, grabbed Now 33, the young pilot has carried her adventur- toys all around the world. The customer ous spirit to the corporate world as well, working first class ticket. was hooked. the survival blanket and tried to remain was always happy because they finally as Crew Member in Chief of The Abingdon Co., Fast forward to today: The art of ferry- warm as flew over a very active volcano a company that specializes in high-end strong had their aircraft after waiting so long – timepieces for strong women like herself. She also ing an airplane takes time and attention in Japan. ATC wanted me to climb to an sometimes months - for it to be ready. serves as the driving force behind The Abingdon to detail, especially when it comes to an altitude in icing conditions, and my air- Crew, a group of high-flying and talented female ravel, adventure, new airplanes, dierent pilots that includes the acrobatic Melissa Pember- international trip. Paperwork is import- speed dropped below 100 knots. But when kinds of airplanes; I knew this was some- ton and Jacquie Warda.

36 / CON T R A IL S / SUMMER 2017 SUMMER 2017 / CONTRAILS / 37

Contrails.EJOPA.indd 36-37 8/14/17 1:51 PM FERRYING I landed in Incheon and taxied to my parking spot, I was greeted with forty South Korean military in uniform all standing at attention saluting me as I brought my little recip to a stop. I was greeted with handshakes, bows, pictures, and “job well-dones.” It made all the troubles worth it. And then of course there are things you just can’t control on an international trip. I was bringing a King Air to the US from apan and my first enroute stop was ussia. was told by ussia that I couldn’t land because they had changed their schedule and were practicing military maneuvers. So I had to turn around and land back in Hakkaido without a clearance. It was expensive and Russia didn’t open up its airspace again for three days. So I made HAPPY CLIENT the best of it, always smiled and was respectful of the country I was visiting, and always remembered that I had a job to do. As we all have learned as pilots, flying helps us in our dayto day lives as well. hen started learning how to fly in , also started a watch company for female pilots and divers called HAPPY PILOT The Abingdon Co. The skills I have learned in ferrying have TALES OF A FERRY PILOT helped me to be a better business owner, employer, and manager. lus, since ferry flying is contract work, can easily manage By ABINGDON MULLIN it while run my company. ost flying jobs dont allow such fleibility. very trip is dierent and thats the adventure of it. aking down engine parameters every half hour over a sixteen hour flight is great information for a client to have. sing only pencil in the cockpit or wearing white soled sneakers are two small details that only a true professional ferry pilot uses. With 76 thing I wanted to do, but there wasn’t ant. ave several copies of your certifi- dierent airplanes flown, am always looking forward to the I’M A FERRY anywhere I could go to learn how to be a cates, flight plans, clearances to land, and next trip. I’ve been arrested in Tarawa, had back alley massages ferry pilot. So, I just started to tell people I charts along with aerial images of the in Seoul, swam with crocodiles in Darwin, and drank some crazy PILOT. was a ferry pilot. airports you are flying as this will make homemade brew that made my mouth go numb in Pohnpei. There’s nothing glamorous about that. everything go more smoothly. I’ve been Every airplane I’ve delivered was handled meticulously and Usually when I tell people Not many ferry pilots are willing to share put in a hold for two hours over the ocean delivered to happy customers. Through all the challenges, ferry their knowledge, so if you want to be a south of Japan in a Baron because China flying is one of the only jobs that keeps you out of your comfort this, their head cocks to the ferry pilot, you kind of have to figure it didnt have my clearance number to fly zone and teaches you to adapt at unusual times. You can’t stress side and they look at me out on your own. As the saying goes, I into their airspace. Luckily, I had the copy out, you have to roll with the punches and do whatever you have ith a ued fae. faked it until made it. he first job was of the clearance with me, I was able to to in order to stay safe and get the airplane to the destination. oered was to ferry a ing Air to apan. read it over the radio and prevent a three Happy client, happy pilot. had never flown a ing Air, and had no or four hour hold. If you need your airplane moved, delivered, or you may just It’s not a very common occupation in idea how to fly over an ocean. y personal My favorite trip was and always will want a co-pilot to be a second set of eyes on an international aviation, and ferry pilots are about as rare minimums checked me, and I told the cli- be my first solo oceanic crossing. flew a flight, Abingdon is available for hire. ontact her at abingdon as the Sweringen SJ30 jet. But I love ferry ent I was unable to do that trip. The next Cirrus SR20 in a loose formation to South theabingdonco.com. C flying and couldnt see myself in a typi- trip was much more feasible: take a Piper Korea from California with two other cal flying job. m a ferry pilot for life. Tomahawk to a little town south of Gua- aircraft: a Chieftan and a Caravan. I had ABINGDON MULLIN, born in England and raised heard about ferry flying when was dalajara called amora. could definitely to leave two hours earlier than the other in Burbank, CA, is unlike most CEOs. She has a working as a demo pilot for Cirrus Air- serious spirit for the adventure and excitement, do this trip. The plane didn’t even have airplanes because I was so much slow- craft. There was a guy that contracted especially when it has to do with flying. At the a working VOR in it, so it took four days er. Cirruses have two batteries and two age of 14, she first took interest in aviation. Her with Cirrus to deliver airplanes to the fascination grew just as she did and followed her flying down the west coast of eico in alternators, and one of each had failed company’s European and South Ameri- through college and her service as a Peace Corps VFR-only weather. I delivered the airplane by the time I reached Incheon. I also had Volunteer in Africa. By the time she hit 22, she can customers. He would pick up a brand couldn’t wait any longer and she finally earned her to the happy client, stayed in Mexico for a the carbon monoxide detector go black on new aircraft and fly it down to the buyer. private pilots license after just 34 days of training. couple days as his guest, accepted my cash me and had no way of opening a window. He was like Santa Claus delivering new pay, and flew back to os Angeles on a So I put the vents on full blast, grabbed Now 33, the young pilot has carried her adventur- toys all around the world. The customer ous spirit to the corporate world as well, working first class ticket. was hooked. the survival blanket and tried to remain was always happy because they finally as Crew Member in Chief of The Abingdon Co., Fast forward to today: The art of ferry- warm as flew over a very active volcano a company that specializes in high-end strong had their aircraft after waiting so long – timepieces for strong women like herself. She also ing an airplane takes time and attention in Japan. ATC wanted me to climb to an sometimes months - for it to be ready. serves as the driving force behind The Abingdon to detail, especially when it comes to an altitude in icing conditions, and my air- Crew, a group of high-flying and talented female ravel, adventure, new airplanes, dierent pilots that includes the acrobatic Melissa Pember- international trip. Paperwork is import- speed dropped below 100 knots. But when kinds of airplanes; I knew this was some- ton and Jacquie Warda.

36 / CON T R A IL S / SUMMER 2017 SUMMER 2017 / CONTRAILS / 37

Contrails.EJOPA.indd 36-37 8/14/17 1:51 PM ATC as nishing u a ate un- have departure trac at that moment, you are at the point that you will run out ing restriction, they can probably take you high; if they of fuel or be close to your personal fuel advise the controller day evening shift at work do have trac, though, m going to get minimums if you are not given priority, immediately. If you’re when I came out of the the dreaded “unable.” We have procedures you need to declare an emergency and ad- still within the center, we control room to a Facebook in place through legal “letters of agree- vise of fuel remaining in minutes. I legally can usually take you high ment” (LOA) in order to cut down the use cannot give you priority unless you declare at fies far out on the arrival message from a pilot friend: of landline coordination – but if anything an emergency. however, many approach controls isn’t as prescribed in the LOA, I have to need you inside the published block at “Question: If an approach is call and ask for permission to deviate from “Does a descend via clearance specific fies or you will be in confliction the prescribed procedure. with departures climbing out. Be ready for allow me to do a pilot discretion below minimums or N/A at f stang or workload of the sector a turn o the arrival until you can meet night, are you allowed to issue doesn’t permit the use of a Radar Associate descent? What if I can’t make the the restriction, then a turn to a fi back on the approach clearance?” Controller (“D-side”), then one controller bottom altitude in the block?” the arrival. will be doing all the talking with airplanes and landline coordination. The use of a The pesky descend via clearances have Flip the Switch: As an air trac controller at one of the D-side allows one controller to simply talk puzzled both controllers and pilots since On the other side of the mic, I watch twentytwo Air oute rac ontrol en- to airplanes while the D-side is doing most they came out. When I was on my last controllers get frustrated by pilots that ters (ARTCC) across the U.S., I frequently of the landline coordination. Sometimes familiariation flight, noticed the con- don’t understand why the pilots do or say get asked questions by pilots about why we SAY AGAIN? controllers are simply too busy talking on trollers in Atlanta and Charlotte handled things the way they do. Most of them do things the way we do and why we say the frequency or dealing with more immi- descend vias uite dierently than we have never been inside a cockpit and don’t things in specific ways. often have pilots nent situations emergencies, trac con- did. sometimes even notice a dier- understand what pilots experience on a asking me what my job is from the other CLARIFYING flictions to call ahead to the net control- ence between descend via expectations day to day basis. side of the mic. Some questions are pretty ler – so you’ll get an “I have your request” in dierent areas within my center. y I often see controllers get frustrated by straightforward while others require boring or “unable” from us. Most of us genuinely number one advice for pilots on a descend pilots that don’t read back the clearance legal explanations or require me to debunk want to help you with your requests, but via clearance is – if you don’t understand correctly when they’re attempting to use years of misconceptions between pilots and sometimes our hands are tied. the instruction given to you, ask the con- visual separation. One of the biggest re- controllers. Additionally, when a controller from troller. quirements outlined by the 7110.65 is that To answer my friend’s question: yes, I am within my facility calls me on the line, Descend via clears you, at pilot’s discre- a visual separation clearance must be read allowed to issue the clearance. According to my mic is automatically hot and the other tion, to descend to any altitude between back by the pilot with their call sign. In a our rulebook, section 4-8-1 of the J.O. 7110.65 controller is in my ear – so even if you’re the top and the bottom of the block listed situation, busy enough to warrant the use (similar to the FAR, a rulebook for con- answering a question I just asked you, you for the net fi youre cleared to on the of visual separation, every single second trollers), controllers are not responsible for might be getting talked over by someone STAR. You can descend all the way to the on the frequency counts. Reading back making sure the pilots are legal to execute an else in my ear. A large part of my job is lowest altitude listed for the fi you were an entire visual separation clearance and approach. The responsibility to follow Title switching between tasks quickly, but I cleared to on the STAR or remain at your advising you to use your call sign is eating 14 of the Code of Federal Regulations falls can only listen to one person at a time. current altitude as long as you comply away at seconds we simply do not have. directly on the pilot. I am responsible for sep- Just because I said I was “on the landline” with the altitude and speed restrictions on At that point, another form of separation arating you from other trac on an approach, doesn’t mean I was ignoring you or talking the furthest point you were cleared on the would be much easier for us to use – and ATC not making sure you follow the law. If there to the guy behind me about the new car I STAR. that’s why you’re probably getting a vector is information on an approach plate dictat- MISCONCEPTIONS just bought. Some controllers will issue “descend via, out if you don’t read back your call sign ing when an approach is legal or not, it is the except” clearances where they will give with your visual separation clearance. pilot’s responsibility to comply. By CHRISTINE CULVER “Is minimum fuel considered an dierent altitude or speed restrictions in The biggest piece of advice I always order to sequence airplanes into a single tell pilots is that if they don’t understand emergency? Will I get priority if I “What do you mean when you say stream. On my particular arrival corner, something, to ask the controller. Although you were ‘on the landline?’” declare minimum fuel?” we sequence three streams from the west we are governed under one rulebook, and one from the north. If a plane from many centers and approach controls in- No, minimum fuel is not an emergency. Half of our job as controllers is coordinat- the north and a plane from the west are terpret the rules dierently based on how Minimum fuel is simply an advisory to the ing the use of airspace with other controllers. going to hit the first fi inside of approach their facility usually does things. Asking controller that “an emergency situation is f for part of your flight youre flying at an at the same time, I’ll need to slow one for clarification is not a sign of weakness; it’s a possible should any undue delay occur.” altitude inappropriate for direction of flight down and speed one up in order to get my sign of competence. C You should declare minimum fuel if you (IAFDOF), I must call the next controller 5-7 miles of separation between aircraft believe your fuel level will be lower than CHRISTINE CULVER is an air tra c controller, before you enter their airspace and ask for ap- that I need to feed approach. Many pilots you are comfortable with by the time you freelance journalist, photographer, and private proval. If you’re going to be high at a crossing from the north dont see the trac from pilot. She holds a degree in Air Tra c Manage- reach your destination. restriction, I might have to call ahead to the the west on their TCAS and don’t under- ment from Embry-Riddle Aeronautical Univer- However, the 7110.65 does not allow me sity and writes for several aviation publications approach control and see if they can take you stand why I’m adjusting their speed so including: Women in Aviation, Air & Space to give you priority if you declare mini- All opinions expressed by the author high – as the procedure is in place to have you drastically. Magazine & Disciples of Flight. Chrissi has a mum fuel; “minimum fuel advisory does When you are cleared to descend via, if passion for helping people understand aviation are hers alone and do not reﬂect the at a specific altitude usually to get arrivals topics and helping women excel in the industry not imply a need for trac priority. f [opinions or policies of her employer. ] under departure trac. f approach doesnt you know you cannot meet the next cross- through mentorship and education.

38 / CON T R A IL S / SUMMER 2017 SUMMER 2017 / CONTRAILS / 39

Contrails.EJOPA.indd 38-39 8/14/17 1:51 PM ATC as nishing u a ate un- have departure trac at that moment, you are at the point that you will run out ing restriction, they can probably take you high; if they of fuel or be close to your personal fuel advise the controller day evening shift at work do have trac, though, m going to get minimums if you are not given priority, immediately. If you’re when I came out of the the dreaded “unable.” We have procedures you need to declare an emergency and ad- still within the center, we control room to a Facebook in place through legal “letters of agree- vise of fuel remaining in minutes. I legally can usually take you high ment” (LOA) in order to cut down the use cannot give you priority unless you declare at fies far out on the arrival message from a pilot friend: of landline coordination – but if anything an emergency. however, many approach controls isn’t as prescribed in the LOA, I have to need you inside the published block at “Question: If an approach is call and ask for permission to deviate from “Does a descend via clearance specific fies or you will be in confliction the prescribed procedure. with departures climbing out. Be ready for allow me to do a pilot discretion below minimums or N/A at f stang or workload of the sector a turn o the arrival until you can meet night, are you allowed to issue doesn’t permit the use of a Radar Associate descent? What if I can’t make the the restriction, then a turn to a fi back on the approach clearance?” Controller (“D-side”), then one controller bottom altitude in the block?” the arrival. will be doing all the talking with airplanes and landline coordination. The use of a The pesky descend via clearances have Flip the Switch: As an air trac controller at one of the D-side allows one controller to simply talk puzzled both controllers and pilots since On the other side of the mic, I watch twentytwo Air oute rac ontrol en- to airplanes while the D-side is doing most they came out. When I was on my last controllers get frustrated by pilots that ters (ARTCC) across the U.S., I frequently of the landline coordination. Sometimes familiariation flight, noticed the con- don’t understand why the pilots do or say get asked questions by pilots about why we SAY AGAIN? controllers are simply too busy talking on trollers in Atlanta and Charlotte handled things the way they do. Most of them do things the way we do and why we say the frequency or dealing with more immi- descend vias uite dierently than we have never been inside a cockpit and don’t things in specific ways. often have pilots nent situations emergencies, trac con- did. sometimes even notice a dier- understand what pilots experience on a asking me what my job is from the other CLARIFYING flictions to call ahead to the net control- ence between descend via expectations day to day basis. side of the mic. Some questions are pretty ler – so you’ll get an “I have your request” in dierent areas within my center. y I often see controllers get frustrated by straightforward while others require boring or “unable” from us. Most of us genuinely number one advice for pilots on a descend pilots that don’t read back the clearance legal explanations or require me to debunk want to help you with your requests, but via clearance is – if you don’t understand correctly when they’re attempting to use years of misconceptions between pilots and sometimes our hands are tied. the instruction given to you, ask the con- visual separation. One of the biggest re- controllers. Additionally, when a controller from troller. quirements outlined by the 7110.65 is that To answer my friend’s question: yes, I am within my facility calls me on the line, Descend via clears you, at pilot’s discre- a visual separation clearance must be read allowed to issue the clearance. According to my mic is automatically hot and the other tion, to descend to any altitude between back by the pilot with their call sign. In a our rulebook, section 4-8-1 of the J.O. 7110.65 controller is in my ear – so even if you’re the top and the bottom of the block listed situation, busy enough to warrant the use (similar to the FAR, a rulebook for con- answering a question I just asked you, you for the net fi youre cleared to on the of visual separation, every single second trollers), controllers are not responsible for might be getting talked over by someone STAR. You can descend all the way to the on the frequency counts. Reading back making sure the pilots are legal to execute an else in my ear. A large part of my job is lowest altitude listed for the fi you were an entire visual separation clearance and approach. The responsibility to follow Title switching between tasks quickly, but I cleared to on the STAR or remain at your advising you to use your call sign is eating 14 of the Code of Federal Regulations falls can only listen to one person at a time. current altitude as long as you comply away at seconds we simply do not have. directly on the pilot. I am responsible for sep- Just because I said I was “on the landline” with the altitude and speed restrictions on At that point, another form of separation arating you from other trac on an approach, doesn’t mean I was ignoring you or talking the furthest point you were cleared on the would be much easier for us to use – and ATC not making sure you follow the law. If there to the guy behind me about the new car I STAR. that’s why you’re probably getting a vector is information on an approach plate dictat- MISCONCEPTIONS just bought. Some controllers will issue “descend via, out if you don’t read back your call sign ing when an approach is legal or not, it is the except” clearances where they will give with your visual separation clearance. pilot’s responsibility to comply. By CHRISTINE CULVER “Is minimum fuel considered an dierent altitude or speed restrictions in The biggest piece of advice I always order to sequence airplanes into a single tell pilots is that if they don’t understand emergency? Will I get priority if I “What do you mean when you say stream. On my particular arrival corner, something, to ask the controller. Although you were ‘on the landline?’” declare minimum fuel?” we sequence three streams from the west we are governed under one rulebook, and one from the north. If a plane from many centers and approach controls in- No, minimum fuel is not an emergency. Half of our job as controllers is coordinat- the north and a plane from the west are terpret the rules dierently based on how Minimum fuel is simply an advisory to the ing the use of airspace with other controllers. going to hit the first fi inside of approach their facility usually does things. Asking controller that “an emergency situation is f for part of your flight youre flying at an at the same time, I’ll need to slow one for clarification is not a sign of weakness; it’s a possible should any undue delay occur.” altitude inappropriate for direction of flight down and speed one up in order to get my sign of competence. C You should declare minimum fuel if you (IAFDOF), I must call the next controller 5-7 miles of separation between aircraft believe your fuel level will be lower than CHRISTINE CULVER is an air tra c controller, before you enter their airspace and ask for ap- that I need to feed approach. Many pilots you are comfortable with by the time you freelance journalist, photographer, and private proval. If you’re going to be high at a crossing from the north dont see the trac from pilot. She holds a degree in Air Tra c Manage- reach your destination. restriction, I might have to call ahead to the the west on their TCAS and don’t under- ment from Embry-Riddle Aeronautical Univer- However, the 7110.65 does not allow me sity and writes for several aviation publications approach control and see if they can take you stand why I’m adjusting their speed so including: Women in Aviation, Air & Space to give you priority if you declare mini- All opinions expressed by the author high – as the procedure is in place to have you drastically. Magazine & Disciples of Flight. Chrissi has a mum fuel; “minimum fuel advisory does When you are cleared to descend via, if passion for helping people understand aviation are hers alone and do not reﬂect the at a specific altitude usually to get arrivals topics and helping women excel in the industry not imply a need for trac priority. f [opinions or policies of her employer. ] under departure trac. f approach doesnt you know you cannot meet the next cross- through mentorship and education.

38 / CON T R A IL S / SUMMER 2017 SUMMER 2017 / CONTRAILS / 39

Contrails.EJOPA.indd 38-39 8/14/17 1:51 PM LUXURY INTERIORS a little more design savvy, wanting some- aircraft. Before you get started, there is thing fresher and more modern more planning, purchasing, and organization of FREE Total Flight than the usual grey/tan/blue choices. the Layout of Passenger Accommodations Planning Package Pelly looks for fantasy fabrics at LA’s Pa- (LOPA) like seating, lavatories, sleeping cific esign enter hese are fabrics that accommodations, and other things that would be ideal for the customer but may are not color materials. If your new jet is not pass FAA material testing. She pres- green, LOPA can take up to a year as well. ents her explorations to the customer and if they like the direction, she works with THE BOTTOM LINE that. Sometimes a backing and coating Costs will depend on the materials you AIRCRAFT INTERIORS: can be applied to a blue-sky textile, and select, design, labor and the size of the itll pass regulations. t takes etra eort aircraft. Typically, a color materials de- to talk to backing, coatings and other signer will run around $150 per hour and THE GOOD, THE BAD, AND THE UGLY specialists, but it’s worth it. Pelly points the amount of time required to complete out, “Natural is still premium. Silks and the project varies greatly. Just because By ALYSON BEHR wools are natural fibers as well as luury a project takes a year doesn’t mean the textiles that will pass all of the smoke designer will be full-time on it. You could and burn tests because they’re inherent- estimate three months for a four-seater DUATS ly non-toxic. It’s a wonderful thing to on up to a few years for a Dreamliner. SERVICE. SUPPORT. SOLUTIONS specify an all-silk interior. They pass all Pelly advises that before you begin your the inspections and are beautiful with a refurbishment or green interior design, to go. But where to start? are reasonably easy and inexpensive to Features: Now that you’re the richness that can’t be beat.” you look at your lifestyle, what your home Founder of Cheryl Pelly Design, Cheryl replace. “Why settle for average? You can Surprisingly, weight does not play a interior looks like, what car you drive, proud owner of a new, Pelly has a multi-discipline design choose your own colors, materials, car- • Pilot Weather Briefings factor in business aircraft interior design etc., and says a good designer will work portfolio that ranges from commercial peting and seat stitching patterns to give • Receives and processes IFR, turbine-powered dragon and refurbishment. Pelly says she’s never backwards from how you plan to use the aviation to business aircraft and aircraft you a sense of pride of ownership.” VFR and DVFR Flight Plans been given a weight limitation in business aircraft, your lifestyle, and your design how do you celebrate? refurbishment: she designed the new Cheryl Pelly is located in the Los An- aircraft, although she wouldn’t put a slab predilections. • Encode/Decode/ Extended Hawaiian Airlines interior and BMW’s geles area and has access to thousands of solid marble in as a countertop. Weight Often people try to play it safe for Decode You stand on the ramp with the air- Gulfstream G550 and G650 interiors and of luxury textiles from the Los Angeles does factor into commercial airline design resale, but the new buyer will likely be • Pilot/Aircraft Profile plane discrepancy sheet (aka the squawk exterior paint. Pelly has expert advice for esign enter. ou can find similar inte- where designers work around what carpet changing it out just as new home buyers Capability owners: “Starting the process begins with rior design centers in most metropolitan sheet) in hand and take inventory of all height you can get. New applications for put in a new kitchen. If you’re going to the least sexy things: Figuring out what areas. “Shop for something that is unique • NADIN II and WMSCR the improvements you want to make, of private aircraft include 1 mm thick marble be specifying new interiors, go ahead you’re able to change, not able to change, to you and better than the rest of the Interface Protocols course. Face it, you got a great deal on the that can be bent and wrapped around and make it your own. Pelly emphasizes, and what you’re willing to pay for.” For aircraft-industry standards,” she sug- aircraft with mid-time engines, a pass- curved surfaces, wood veneer floors on “Design for yourself, not the rest of the • Administrative and instance, the furniture and veneers might gests. able-for-now panel and a well-taken care top of composite honeycomb, and heated world.” C Operational Messages stay, so you can’t change its architecture, New computer technology exists to help of paint job. Not so great is the interior. stone floors. Ingest, Transmit and Format but the softgoods like the leathers, fab- owners of new jets select their interiors, In fact, it’s thread-bare, faded, and looks • Weather and NOTAM Ingest, rics, carpets, sidewalls, and dado panels which can be over one-third the cost of like a well-used sixties fun house. It’s got DESIGNED TO LAST Transmit and Format the entire aircraft. There are iPad apps Pelly says that interiors can stand the that resemble the apps on auto manu- test of time if owners choose materials facturer sites that allow you to pick and Fast, Reliable wisely. She suggests choosing darker tex- choose each piece of your interior like up- tiles and cautions against selecting really Easily Access able holstery, carpet, trim, countertops, wood, light colors. “Everyone loves having white Accurate veneer, and paint. The app creates a 3D leather seats, but there’s a phenome- visualization and tumbles it in 3D which non called ‘Blue Jean Damage.’ People Real-Time allows you to walk through your aircraft. wearing jeans on the seats damage and True Turn Key System You can make changes as many times as discolor the seats, and the leather has to you want and see whether you like them. be replaced more often.” Many times the For more information visit interior is in the aircraft for its lifetime so www.duats.com consider what fabrics will last the longest. or call 1.800.345.3828 BLUE SKY DESIGN [email protected] YOU WANT IT YESTERDAY Hire a designer that has a background Technical Support rom start to finish, refurbishment in the industry and is familiar with FAA 24/7 days a week can take up to a year, and that’s if it goes aircraft fire and safety regulations, but smoothly. There are several phases to can think outside the box. In Pelly’s move through and you have to work in experience, “The younger generation of partnerships with other aspects of the owners want to push innovation. They’re

40 / CON T R A IL S / SUMMER 2017 SUMMER 2017 / CONTRAILS / 41

Contrails.EJOPA.indd 40-41 8/14/17 1:51 PM LUXURY INTERIORS a little more design savvy, wanting some- aircraft. Before you get started, there is thing fresher and more modern more planning, purchasing, and organization of FREE Total Flight than the usual grey/tan/blue choices. the Layout of Passenger Accommodations Planning Package Pelly looks for fantasy fabrics at LA’s Pa- (LOPA) like seating, lavatories, sleeping cific esign enter hese are fabrics that accommodations, and other things that would be ideal for the customer but may are not color materials. If your new jet is not pass FAA material testing. She pres- green, LOPA can take up to a year as well. ents her explorations to the customer and if they like the direction, she works with THE BOTTOM LINE that. Sometimes a backing and coating Costs will depend on the materials you AIRCRAFT INTERIORS: can be applied to a blue-sky textile, and select, design, labor and the size of the itll pass regulations. t takes etra eort aircraft. Typically, a color materials de- to talk to backing, coatings and other signer will run around $150 per hour and THE GOOD, THE BAD, AND THE UGLY specialists, but it’s worth it. Pelly points the amount of time required to complete out, “Natural is still premium. Silks and the project varies greatly. Just because By ALYSON BEHR wools are natural fibers as well as luury a project takes a year doesn’t mean the textiles that will pass all of the smoke designer will be full-time on it. You could and burn tests because they’re inherent- estimate three months for a four-seater DUATS ly non-toxic. It’s a wonderful thing to on up to a few years for a Dreamliner. SERVICE. SUPPORT. SOLUTIONS specify an all-silk interior. They pass all Pelly advises that before you begin your the inspections and are beautiful with a refurbishment or green interior design, to go. But where to start? are reasonably easy and inexpensive to Features: Now that you’re the richness that can’t be beat.” you look at your lifestyle, what your home Founder of Cheryl Pelly Design, Cheryl replace. “Why settle for average? You can Surprisingly, weight does not play a interior looks like, what car you drive, proud owner of a new, Pelly has a multi-discipline design choose your own colors, materials, car- • Pilot Weather Briefings factor in business aircraft interior design etc., and says a good designer will work portfolio that ranges from commercial peting and seat stitching patterns to give • Receives and processes IFR, turbine-powered dragon and refurbishment. Pelly says she’s never backwards from how you plan to use the aviation to business aircraft and aircraft you a sense of pride of ownership.” VFR and DVFR Flight Plans been given a weight limitation in business aircraft, your lifestyle, and your design how do you celebrate? refurbishment: she designed the new Cheryl Pelly is located in the Los An- aircraft, although she wouldn’t put a slab predilections. • Encode/Decode/ Extended Hawaiian Airlines interior and BMW’s geles area and has access to thousands of solid marble in as a countertop. Weight Often people try to play it safe for Decode You stand on the ramp with the air- Gulfstream G550 and G650 interiors and of luxury textiles from the Los Angeles does factor into commercial airline design resale, but the new buyer will likely be • Pilot/Aircraft Profile plane discrepancy sheet (aka the squawk exterior paint. Pelly has expert advice for esign enter. ou can find similar inte- where designers work around what carpet changing it out just as new home buyers Capability owners: “Starting the process begins with rior design centers in most metropolitan sheet) in hand and take inventory of all height you can get. New applications for put in a new kitchen. If you’re going to the least sexy things: Figuring out what areas. “Shop for something that is unique • NADIN II and WMSCR the improvements you want to make, of private aircraft include 1 mm thick marble be specifying new interiors, go ahead you’re able to change, not able to change, to you and better than the rest of the Interface Protocols course. Face it, you got a great deal on the that can be bent and wrapped around and make it your own. Pelly emphasizes, and what you’re willing to pay for.” For aircraft-industry standards,” she sug- aircraft with mid-time engines, a pass- curved surfaces, wood veneer floors on “Design for yourself, not the rest of the • Administrative and instance, the furniture and veneers might gests. able-for-now panel and a well-taken care top of composite honeycomb, and heated world.” C Operational Messages stay, so you can’t change its architecture, New computer technology exists to help of paint job. Not so great is the interior. stone floors. Ingest, Transmit and Format but the softgoods like the leathers, fab- owners of new jets select their interiors, In fact, it’s thread-bare, faded, and looks • Weather and NOTAM Ingest, rics, carpets, sidewalls, and dado panels which can be over one-third the cost of like a well-used sixties fun house. It’s got DESIGNED TO LAST Transmit and Format the entire aircraft. There are iPad apps Pelly says that interiors can stand the that resemble the apps on auto manu- test of time if owners choose materials facturer sites that allow you to pick and Fast, Reliable wisely. She suggests choosing darker tex- choose each piece of your interior like up- tiles and cautions against selecting really Easily Access able holstery, carpet, trim, countertops, wood, light colors. “Everyone loves having white Accurate veneer, and paint. The app creates a 3D leather seats, but there’s a phenome- visualization and tumbles it in 3D which non called ‘Blue Jean Damage.’ People Real-Time allows you to walk through your aircraft. wearing jeans on the seats damage and True Turn Key System You can make changes as many times as discolor the seats, and the leather has to you want and see whether you like them. be replaced more often.” Many times the For more information visit interior is in the aircraft for its lifetime so www.duats.com consider what fabrics will last the longest. or call 1.800.345.3828 BLUE SKY DESIGN [email protected] YOU WANT IT YESTERDAY Hire a designer that has a background Technical Support rom start to finish, refurbishment in the industry and is familiar with FAA 24/7 days a week can take up to a year, and that’s if it goes aircraft fire and safety regulations, but smoothly. There are several phases to can think outside the box. In Pelly’s move through and you have to work in experience, “The younger generation of partnerships with other aspects of the owners want to push innovation. They’re

40 / CON T R A IL S / SUMMER 2017 SUMMER 2017 / CONTRAILS / 41

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signs of failing, but I told them it could wait until we returned as it traverses hundreds of miles of hyper-turbulent skies, only from the two week deployment because of how extensive and to be met with the sudden tranquility of the eye of a hurricane. problematic a flap rig can be. he epediter asked me how long I can think of no better example of how peace can be found GETTING BACK TO ANDERSON J.R. By the job would take, and told him five days, at which point he amidst a seemingly endless maelstrom of doubt, fear, turmoil, cursed me out and called me incompetent, among other things. and uncertainty. his is where being analytical payed o. gave a fiveday But everything is temporary. ETIC (Estimated Time in Commission) because, out of the four That chapter of my life is over. Dreams come and go, just as Aerospace Repair Technicians assigned to the trip, I was the only nightmares (and hurricanes), some realized, others not. I no lon- one who had performed the task before – many times before. I ger get to work on the aircraft that has equally worked on me over knew we would be working 12-hour shifts, rife with interrup- the years. The only option left is to troubleshoot toxic thoughts, tions of donning our chemical warfare gear and wasting time repair faulty logic, and overhaul my attitude when find myself in bunkers. Additionally, at shift change, I would have to give too deep in nostalgia or the doldrums of attachment and desire. explicit instructions to my replacements and hope they would The impermanence of all things must be kept in mind; with every make progress or at least not mess up anything. But the expe- takeo, there is a landing. o, whatever your method of getting diter and supervisor didn’t understand or simply didn’t want to. back to zero, embrace it fully. nd if youe yet to nd your THEZER MIND NEEDS MAINTENANCE,O TOO So, we loaded a spare gearbox as a precaution and departed for ethod dont orry thats teorary too. C South Korea. he first few days went well, until one of the crew members J.R. ANDERSON is a 13-year veteran of the U.S. Air Force, with a background in Isochronal Phased Inspection and Aerospace Repair (a.k.a. Re- felt unsafe about the flap chattering. tried to eplain that it pair & Reclamation). Originally from Moreno Valley, CA, he spent his ﬁrst was fine until after the deployment and that the flaps are called few years serving at Little Rock AFB, AR, followed by 10 years in Germany, Portugal, and Japan. J.R. graduated from Embry-Riddle Aeronautical secondary flight controls for a reason, but it was to no avail. University with a B.S. in Communication and minored in International was ordered to replace the gearbox. Here were the results: (1) I Studies and Humanities. He is currently pursuing a Master of Liberal spent half of my shift every day in a bunker, while my counter- Studies from Rollins College, while working as an administrative assistant a not a iot. To be hon- There has always been something alent must be counterbalanced somehow, for the Humanities & Communication Department at ERAU. He aspires to parts almost never had to. (2) Despite my detailed instructions, est e neer gien the ro- eciting and fulfilling about resolving a and we all must figure it out for ourselves. teach at the college level to both inspire students and support his travel their lack of confidence in performing the task meant little was addiction. fession uh thought. hen complex mechanical issue just in time While military travel may be an escape to watch the aircraft depart without from home station and supervisors, it accomplished on the opposite shift. (3) Whoever had installed enlisted in the Air Force in 1998, delay. For most of my career, I worked on often comes with a tradeo far from the malfunctioning gearbox many years ago neglected to inform had no idea hat areer ed to C-130s, arguably the most versatile air- zero. When I was assigned to a Special anyone that the wingbox rivets were installed backwards, which, apply for; all I knew was that, at craft ever designed: it can land on water, Operations maintenance squadron in when repaired, significantly threw o the rigging of the flap -ca 17, it was time to leave the nest ice, virtually any terrain. It can also refuel Okinawa, I deployed to South Korea for bles. n day four of the flap gearbo fiasco, was approached by and ie on y on. esides helicopters, serve as a gunship, fight fires, an annual joint force exercise. Prior to the the Chief Master Sergeant and the Colonel while eating dinner at oud hae to e an oer to e provide tactical airlift and airdrop, and deployment, one of the MC-130H Talons the chow hall. They asked me why the task was taking so long, a iot and that asnt in the provide Command & Control capability. assigned to the eercise had a flap gear- and I told them precisely what I told the expediter before we left ards. hat did no hoe- Although no one C-130 model can provide box malfunction. The mechanical side of home station. The Colonel only had one thing to say: er, was that I wanted to choose all of these functions, it is the broad ca- the gearbox had intermittent chattering, “Chief, let’s go have a talk with the expediter.” a areer ed that attered. To be pability of the aircraft that is so special. so the flightline supervisor asked me to he gearbo change was complete on day five. fair, they all matter, but some certainly I’ve heard it said that people’s pets look at it. The gearbox was showing early Although I’ve never piloted an aircraft, I have performed more than others. I ended up choosing often resemble their owners in both ap- operational checks on flight controls, landing gear, and engine to be an aircraft mechanic, having never pearance and behavior. I think the same “Traveling provided controls. The amount of trust earned/given and the responsibil- The Ultimate Light Jet Aircraft Tug turned a wrench in my life. It turned out can be said for aircraft, at least in my the escape I needed to ity that came with these tasks made flying on my aircraft that Used by many Jet Owners. The most advanced and to be a career of equal parts frustration case. I can’t say that I look like a C-130 much more rewarding: laying in a hammock secured between capable Remote Controlled Electric Tug ever made. and exhilaration, in addition to being (although I do have a large wingspan), get back to zero. The two bulkheads, swaying with every climb, dive, and bank; the catalyst for a worldview I most likely but I certainly aspire to be as versatile anxiety caused from dangling my feet o the cargo ramp as we fly lowlevels over would never have developed otherwise. philosophically. ve spent five years liv- rice fields in apan, anchored by the rings in the floor panels Friends and family often remark about ing in Germany, 15 months in the Azores trac, deadlines, bills, peering through the boom window of a KC-135 as it performs an how analytical I can be, sometimes to a Islands, and three years in Okinawa, aerial refuel of a C-130 on a return from South Korea. These were fault. I don’t know where it comes from. Japan. I’ve also been deployed to Kuwait debt, crime, politics, the moments I was most at peace, thousands of feet above a Perhaps the many years of removing/in- and performed temporary duty in Spain, and convenience that realm teeming with issues and constant reminders of the super- stalling components and troubleshooting Iceland, Thailand, and South Korea. ficialities that consume us. systems developed a skillset for figuring Traveling provided the escape I needed is so prevalent must And that is the goalto rise above the nonsensical absurdi- out how things work and a desire to un- to get back to zero. The anxiety caused be counterbalanced ties that contradict what it means to live, whether it be through derstand how and why things are as they from trac, deadlines, bills, debt, crime, flight or a loftier state of mind. y ultimate desire has always www.TowFLEXX.com are in other aspects of life. politics, and convenience that is so prev- been to fly on a hurricane hunter, a that endures a beating 427 S.R. 207 - Unit 102 - St. Augustine, FL 32084 somehow...” USA - Tel. + 1 - 904 - 217 - 0496

44 / CON T R A IL S / SUMMER 2017 SUMMER 2017 / CONTRAILS / 45

Contrails.EJOPA.indd 44-45 8/14/17 1:51 PM ZERO

44 / CON T R A IL S / SUMMER 2017 SUMMER 2017 / CONTRAILS / 45

Contrails.EJOPA.indd 44-45 8/14/17 1:51 PM BUSINESS

FLYING YOUR ECLIPSE JET FOR BUSINESS MID-YEAR 2017 OUTLOOK

By SUZANNE MEINERSLEVY

Having reached the mid- even more significantly, flowthrough TAX REFORM CAN BE MESSY profits from corporations, partner- AND REQUIRE ADDITIONAL oint of resident rus ships and Schedule C businesses which ADJUSTMENTS AND rst year in oe any are currently taxed at the owners’ 1040 RESTRUCTURING GA aircraft owners and rates are also subject to significant cuts, Comprehensive tax reform is challeng- with a proposed rate of 15%. ing and details of the plan are already operators remain uncertain Why does this rate shift make aircraft facing significant adjustment and possible about the regulatory and purchases or purchases of new equipment override. Discussions of border adjust- tax environment they will installed on aircraft in 2016, and likely ment taxes have left Congress and the 2017 (contingent upon the date of reform), Administration at odds on the balance of face for the balance of 2017 a unique opportunity? Deductions taken the plan. Accordingly, those business- and heading into . for expensing property or depreciation es currently operating business aircraft are commonly referred to as “timing need to be agile and informed as reform ith a mission range and cost profile dierences, given that any deduction happens. While LLCs have been a pre- perfect for domestic business use, the in- taken, to the extent that it exceeds the ferred business structuring tool for their corporation of an Eclipse Jet into a larger actual loss in value in the property, is fleibility and ease, partial reform that business growth plan is a smart finan- subject to recapture at the time the prop- reduces rates for corporations but leaves cial decision for many owners, despite erty is sold or no longer used for busi- out pass-through structures may require future uncertainty. Forecasters remain ness. While there is no reason to believe businesses to re-evaluate whether they optimistic that long-awaited corporate at this time that recapture would not are operating the aircraft in the most tax tax reform remains an actionable priority occur in future tax years, that recapture advantageous manner. Such restructuring for this administration, although delay would be treated as ordinary business requires sensitivity to basis concerns, as on health care may push this reform into income in the year the property is taken well as state and local tax consequences. . hile it is dicult to read tea out of service. Assuming a significant and Elimination of estate taxes, including leaves there remains significant political potentially lasting change in business tax adjustments to, or the elimination of the will to enact corporate tax reform. rates, the deductions taken for the prop- “step up in basis” rule, also impact long One cornerstone of the Trump tax erty in years before rate cuts are likely to term business succession planning. plan is a significant decrease in cor- save significantly more ta dollars than porate tax rates, as well as taxes paid those due for recapture purposes at the 50% BONUS DEPRECIATION by owners of flowthrough businesses, time the property is sold. For example, if DECREASES AFTER 2017 including S corporations, partnerships, corporate taxes decrease by 50% as pro- Under the Bonus Depreciation rules, and chedule businesses that flow posed, the tax savings at purchase will purchases of new aircraft, or new aircraft through to 1040 returns. Current corpo- double that owed upon disposition. This component parts installed, i.e., a new rate rates at 35% are proposed to be cut combined, with 50% bonus depreciation avionics suite, are eligible for an accelerated to 15% in the Trump plan, and although in 2017 and the $500,000 expensing elec- bonus-depreciation allowance in the year that may not be politically feasible, the tion may make this the ideal time to add they are placed in service. Absent a change Kiplinger Tax Letter believes that a top a new clipse et to your fleet or upgrade in this specific code provision, for ta years rate of 25% is politically likely. Perhaps equipment on your aircraft. 2016 and 2017, the bonus-depreciation al-

Tax Disclosure. Any tax advice contained in this communication (including any attachments) is not intended or written to be used, and cannot be used, for the purpose of (i) avoiding penalties under tax laws, or (ii) promoting, marketing or recommending to another party any transaction or matter addressed herein.

SUMMER 2017 / CONTRAILS / 47

Contrails.EJOPA.indd 46-47 8/14/17 1:51 PM BUSINESS

FLYING YOUR ECLIPSE JET FOR BUSINESS MID-YEAR 2017 OUTLOOK

By SUZANNE MEINERSLEVY

SUMMER 2017 / CONTRAILS / 47

Contrails.EJOPA.indd 46-47 8/14/17 1:51 PM BUSINESS Fill an empty seat with hope. lowance will be 50% of the cost, reducing to extreme care to sustain the deductions SUZANNE MEINERSLEVY, Esq. - Shareholder and 40% in 2018, 30% in 2019, and is phased out under IRS scrutiny. The IRS has a number Senior Counsel, Advocate thereafter (although some 2020 acquisi- of tools at its disposal to claw back tax Consulting Legal Group, PLLC. Advocate Consult- tions may qualify, where a written binding savings so graciously provided by the legal ing Legal Group, PLLC is purchase contract was in place before 2020). tax incentives. Careful adherence to the a law firm whose practice he additional firstyear depreciation de- myriad use, structuring, and recordkeep- is limited to serving the needs of aircraft owners Give a duction is allowable both for regular income ing requirements is particularly important and operators relating tax purposes and alternative minimum where taxpayers expect to receive large to issues of income tax, sales tax, federal aviation tax. Aircraft eligible for bonus depreciation ta benefits in a given year. t is critical to regulations, and other must be new, used primarily for ualified consult with a ualified epert, not only on related organizational and cancer patient a lift operational issues. Suzanne business purposes, and meet other tests whether a particular transaction ualifies is a graduate of Vanderbilt necessary to qualify for depreciation under for the incentives, but also on wheth- University, summa cum the modified accelerated cost recovery sys- er associated tax rules may take away laude and NYU School of Law, magna cum laude and tem (MACRS). Bonus depreciation excludes benefits the incentive programs may have Order of the Coif. She is a on your next flight. property acquired under written binding made available. This article is merely an member of NARA and NBAA, a certified expert on aviation contracts in eect prior to anuary , . overview of the topic, and not necessarily leasing, and a well-regarded Special rules may apply to agricultural and comprehensive. There are clear indications speaker on aviation matters. She is licensed to practice firefighting aircraft. that tax reform is on its way and that the in Florida, New York, Texas, impact on business aviation will be signif- and Tennessee, as well as the CONCLUSION icant. Now is the time to have a knowl- United States Tax Court. Business taxpayers may have a tru- edgeable aviation tax advisor on your team ly unique investment opportunity in the as you evaluate your aircraft operations for final months of , but must eercise the balance of 2017 and years ahead. C

Do you want to build your wealth off the radar screen of the IRS? (yes, it's legal)

Do you want your income in retirement to at least equal your income while working? Photography by Gabe Palacio by Gabe Photography

Corporate Angel Network arranges free flights to treatment for cancer patients in the empty seats on corporate jets. Since 1981, Corporate Angel Network, a not-for- profit organization, has worked with over 560 major Corporate Angel Network corporations including half the Fortune 100, to fly Bringing cancer patients more than 47,000 cancer patients to specialized Sage Financial Group and Sage Money Radio specialize in alternative investments. closer to their cure. treatment and currently transports 225 patients 225-202-SAGE(7243) SageMoneyRadio.com each month. The process is simple. Corporate Angel Network does all the work. All you have to do is offer (914) 328-1313 an empty seat to a cancer patient on your next flight. www.corpangelnetwork.org

48 / CON T R A IL S / SUMMER 2017

CAN Reya AJ Publications 8.5x11.indd 1 4/30/15 12:09 PM

Contrails.EJOPA.indd 48-49 8/14/17 1:52 PM BUSINESS Fill an empty seat with hope. lowance will be 50% of the cost, reducing to extreme care to sustain the deductions SUZANNE MEINERSLEVY, Esq. - Shareholder and 40% in 2018, 30% in 2019, and is phased out under IRS scrutiny. The IRS has a number Senior Counsel, Advocate thereafter (although some 2020 acquisi- of tools at its disposal to claw back tax Consulting Legal Group, PLLC. Advocate Consult- tions may qualify, where a written binding savings so graciously provided by the legal ing Legal Group, PLLC is purchase contract was in place before 2020). tax incentives. Careful adherence to the a law firm whose practice he additional firstyear depreciation de- myriad use, structuring, and recordkeep- is limited to serving the needs of aircraft owners Give a duction is allowable both for regular income ing requirements is particularly important and operators relating tax purposes and alternative minimum where taxpayers expect to receive large to issues of income tax, sales tax, federal aviation tax. Aircraft eligible for bonus depreciation ta benefits in a given year. t is critical to regulations, and other must be new, used primarily for ualified consult with a ualified epert, not only on related organizational and cancer patient a lift operational issues. Suzanne business purposes, and meet other tests whether a particular transaction ualifies is a graduate of Vanderbilt necessary to qualify for depreciation under for the incentives, but also on wheth- University, summa cum the modified accelerated cost recovery sys- er associated tax rules may take away laude and NYU School of Law, magna cum laude and tem (MACRS). Bonus depreciation excludes benefits the incentive programs may have Order of the Coif. She is a on your next flight. property acquired under written binding made available. This article is merely an member of NARA and NBAA, a certified expert on aviation contracts in eect prior to anuary , . overview of the topic, and not necessarily leasing, and a well-regarded Special rules may apply to agricultural and comprehensive. There are clear indications speaker on aviation matters. She is licensed to practice firefighting aircraft. that tax reform is on its way and that the in Florida, New York, Texas, impact on business aviation will be signif- and Tennessee, as well as the CONCLUSION icant. Now is the time to have a knowl- United States Tax Court. Business taxpayers may have a tru- edgeable aviation tax advisor on your team ly unique investment opportunity in the as you evaluate your aircraft operations for final months of , but must eercise the balance of 2017 and years ahead. C

Do you want to build your wealth off the radar screen of the IRS? (yes, it's legal)

Do you want your income in retirement to at least equal your income while working? Photography by Gabe Palacio by Gabe Photography

48 / CON T R A IL S / SUMMER 2017

CAN Reya AJ Publications 8.5x11.indd 1 4/30/15 12:09 PM

Contrails.EJOPA.indd 48-49 8/14/17 1:52 PM “JUST WHEN YOU THOUGHT CIRRUS AIRCRAFT COULDN’T GET ANY BETTER... MISSION ...THEY DID. “

en years ago, the ision et made its first ap- pearance as a concept aircraft and in October 2016, Treceived its AA certification, making it the worlds first single-engine personal jet. While this aircraft made its debut at ACCOMPLISHED Cirrus Aircraft’s brand-new Finishing Center (Duluth, MN) in front of a host of employees, families, and friends who were all eager to unveil their year project, the first aircraft was per- sonally delivered to a real-estate developer on December 19, 2016. The Vision Jet is equipped with a single turbo-fan Williams International FJ33-5A jet engine that produces approximately lbs. of thrust. uilt entirely out of carbon fiber, the jet has a range of 1,150 miles at 345 MPH or 1,380 miles at 276 MPH. The maximum cruising speed is 300 KTAS, and the maximum operating altitude for this aircraft is FL280. When you think of Cirrus Aircraft, you expect per- fection in all aspects of their products. Cirrus Aircraft teamed up with world navigation leader, Garmin Ltd., to produce the most leading-edge and user-friendly avionics in the GA industry – Perspective Touch by Garmin Ltd. This system automates many of the aircraft’s systems, decreasing pilot workload and creating a safer operating environment. Perspective Touch features the following: 3 landscape touchscreen controllers, aircraft system synoptics, terrain & obstacle avoidance, digital pressurization, TCAS-1, full authority digital engine control (FADEC), enhanced vision system (EVS), and a plethora of other helpful features including synthetic vision technology (SVT). Cirrus Aircraft strives to create safer planes, safer pilots, and safer skies, which is why the Vision Jet comes equipped with CAPS – the Cirrus Airframe Parachute System. The “FARTHER, original inspiration for the airplane parachute on Cirrus aircraft was a mid-air collision that could have potentially led FASTER, to a tragedy. In the event of an emergency, anyone onboard CIRRUS VISION SF50 can activate CAPS, deploying the parachute that protects the entire aircraft. Once deployed, the aircraft will then descend HIGHER, WORLD’S FIRST SINGLE-ENGINE PERSONAL JET at approximately 25 ft/sec. The Vision Jet can seat up to 5 adults and 2 children de- CARRYING pending on the user-preferred layout. It features automatic By RACHEL FRIEDMAN pressurization and climate controls for each passenger. The MORE PEOPLE modular cabin design permits reclining seats and extended legroom. And, to top it all o, there are strategically placed windows that oer panoramic views. AND CARGO”

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CIRRUS JET UPSET RECOVERY WHY GET UPSET?

By KRISTI FLEISCHMANN

single engine jet capable this technologicallyadvanced aircraft be any dierent o, whether you hats the ig dea ognizing it and responding appropriately of flight. he use of s can eliminate of traveling farther, faster, are taking your spouse out for a quick date night, picking up relatives for It’s a fair question. But the better ques- must be almost automatic, thus requiring up to 60% of distractions during take- and with a bigger payload a summer vacation, or traveling a few states over to close an important tion is: why should you care? The answer specific training. o and landing. he industry has had a without breaking the business deal, the Vision Jet is more than perfect for you. Cirrus Aircraft is easy: because there’s a good chance it The reason there is a focus on upset harder time finding a solution for incidents will make the dierence between life and training is that oss of ontrol nflight, leading to LOC-I. pockets of customers in set out to create a sleek, lightweight single-engine jet capable of traveling farther, faster, and with a bigger payload without breaking the pockets death in an aircraft you are flying in at or LOC-I, has been responsible for the he olgan Air accident near ualo, the GA industry: mission of customers in the GA industry – mission accomplished. After all, who some point in your life. You could be rolled greatest number of fatalities and hull NY and the Air France Flight 447 accident accomplished.” wouldn’t want to cruise at 300 KTAS up to FL280 for $1.96 million? C by wake turbulence at low altitude, rocked losses in commercial aviation for at least over the Atlantic Ocean, both in 2009, have by a thunderstorm, or deal with an aircraft the past two decades. In a 2015 study of been cited as examples of inadequate pilot malfunction. In any of these scenarios, you fatal aircraft accidents in the worldwide response to severely upset aircraft. Al- AFTER ALL, WHO WOULDN’T WANT TO CRUISE AT 300 KTAS UP TO FL280 FOR $1.96 MILLION? have the rest of your life (about seven sec- commercial jet fleet, oeing found that though equipment failure and pilot fatigue onds to eectively respond a tall order LOC-I was responsible for nearly 44% played a part, in both cases the aircraft if you’re not prepared. of the total losses, twice as many as any was mechanically sound and recoverable Let’s start at the beginning. By the other factor. Incidents during landings given the appropriate unusual attitude standard industry definition, an aircraft is and Controlled Flight Into Terrain, or CFIT, recognition and recovery techniques. upset anytime it unintentionally exceeds were each half of the LOC-I total. Auto- In response to these incidents and the 30 degrees of pitch up, 10 degrees of pitch mation and cockpit instrument advances larger body of data, the FAA and NTSB down, or 45 degrees of bank, or if the have been very eective at reducing the have repeatedly called for additional aircraft is within these limits but too slow occurrence of both of these catastrophic training in pilot recognition and recovery for flight conditions. n these situations, events. As a result of EGPWS, for exam- from unusual attitudes. A contributing the aircraft is severely upset and requires ple, the risk of a CFIT incident is now 50 factor to these statistics relates to training swift, responsive maneuvering to prevent times less in Western Europe and North and experience. In a 2009 study evaluating complete loss of control, altitude loss, and America than in 1991. Cockpit innovations upset recovery training devices, the FAA further disorientation. Upset training like Heads Up Displays (HUD) are anoth- noted that most air transport pilots flying provides pilots with the tools to respond er safety improvement. HUDs show the today have never experienced the extreme and eectively recover from this type of majority of the information available from pitch and bank angles and high G forces scenario with a minimal loss of altitude the flight computer in the pilots forward associated with severe airplane upsets. and a quick return to a recognizable, safe field of vision, eliminating the need for Indeed, most have never been upside down attitude. Because this type of upset is constantly looking outside (Heads Up) and in an airplane, even once.” Understand

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CIRRUS JET UPSET RECOVERY

UPSET? WHY GET UPSET?

By KRISTI FLEISCHMANN

“Cirrus Aircraft set out to With over 600 units ordered, it is safe to say that the production of UNUSUAL ATTITUDE TRAINING | UPSET TRAINING | UPRT create a sleek, lightweight the Vision Jet will continue for many years to come. Cirrus owners are always commending the designs of all of their aircraft so why should generally so unexpected and severe, rec- inside (Heads Down) during critical phases single engine jet capable this technologicallyadvanced aircraft be any dierent o, whether you hats the ig dea ognizing it and responding appropriately of flight. he use of s can eliminate of traveling farther, faster, are taking your spouse out for a quick date night, picking up relatives for It’s a fair question. But the better ques- must be almost automatic, thus requiring up to 60% of distractions during take- and with a bigger payload a summer vacation, or traveling a few states over to close an important tion is: why should you care? The answer specific training. o and landing. he industry has had a without breaking the business deal, the Vision Jet is more than perfect for you. Cirrus Aircraft is easy: because there’s a good chance it The reason there is a focus on upset harder time finding a solution for incidents will make the dierence between life and training is that oss of ontrol nflight, leading to LOC-I. pockets of customers in set out to create a sleek, lightweight single-engine jet capable of traveling farther, faster, and with a bigger payload without breaking the pockets death in an aircraft you are flying in at or LOC-I, has been responsible for the he olgan Air accident near ualo, the GA industry: mission of customers in the GA industry – mission accomplished. After all, who some point in your life. You could be rolled greatest number of fatalities and hull NY and the Air France Flight 447 accident accomplished.” wouldn’t want to cruise at 300 KTAS up to FL280 for $1.96 million? C by wake turbulence at low altitude, rocked losses in commercial aviation for at least over the Atlantic Ocean, both in 2009, have by a thunderstorm, or deal with an aircraft the past two decades. In a 2015 study of been cited as examples of inadequate pilot malfunction. In any of these scenarios, you fatal aircraft accidents in the worldwide response to severely upset aircraft. Al- AFTER ALL, WHO WOULDN’T WANT TO CRUISE AT 300 KTAS UP TO FL280 FOR $1.96 MILLION? have the rest of your life (about seven sec- commercial jet fleet, oeing found that though equipment failure and pilot fatigue onds to eectively respond a tall order LOC-I was responsible for nearly 44% played a part, in both cases the aircraft if you’re not prepared. of the total losses, twice as many as any was mechanically sound and recoverable Let’s start at the beginning. By the other factor. Incidents during landings given the appropriate unusual attitude standard industry definition, an aircraft is and Controlled Flight Into Terrain, or CFIT, recognition and recovery techniques. upset anytime it unintentionally exceeds were each half of the LOC-I total. Auto- In response to these incidents and the 30 degrees of pitch up, 10 degrees of pitch mation and cockpit instrument advances larger body of data, the FAA and NTSB down, or 45 degrees of bank, or if the have been very eective at reducing the have repeatedly called for additional aircraft is within these limits but too slow occurrence of both of these catastrophic training in pilot recognition and recovery for flight conditions. n these situations, events. As a result of EGPWS, for exam- from unusual attitudes. A contributing the aircraft is severely upset and requires ple, the risk of a CFIT incident is now 50 factor to these statistics relates to training swift, responsive maneuvering to prevent times less in Western Europe and North and experience. In a 2009 study evaluating complete loss of control, altitude loss, and America than in 1991. Cockpit innovations upset recovery training devices, the FAA further disorientation. Upset training like Heads Up Displays (HUD) are anoth- noted that most air transport pilots flying provides pilots with the tools to respond er safety improvement. HUDs show the today have never experienced the extreme and eectively recover from this type of majority of the information available from pitch and bank angles and high G forces scenario with a minimal loss of altitude the flight computer in the pilots forward associated with severe airplane upsets. and a quick return to a recognizable, safe field of vision, eliminating the need for Indeed, most have never been upside down attitude. Because this type of upset is constantly looking outside (Heads Up) and in an airplane, even once.” Understand

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that this is not an indictment of the skill level of today’s professional pilots; rather, it’s the result of the shifting demographic of commercial pilots nationwide. Up until the late 1970’s, 70% of US airline pilots came from a military flying background where rec- ognizing and recovering from unusual attitudes in an aircraft is part of every training flight. oday, those statistics have flipped. of airlines pilots have no military flying eperience, and Jet Upset ALL ABOUT unless they fly an aerobatic aircraft on the side, they have little to no hands-on upset recovery training. In 2015, a joint venture between industry and the FAA created Prevention and a standard document, AC 120-111, which outlines recommended OSHKOSH: recurrent training for pilots to eectively recognie, respond to, Recovery Training and prevent upsets. It deals mostly with simulator training, but there is discussion as to whether upset training in the simulator For Serious Pilots is enough or if in-aircraft upset training is the better solution. RED TAILDRAGGER, In their 2009 study comparing simulator to in-aircraft upset training, an FAA study concluded that there was a far smaller CLEARED TO LAND altitude loss during upset recovery training by pilots who trained in an all-attitude maneuvering airplane than for those who By CHRISTINE CULVER trained for upset recovery in a simulator. Anecdotal evidence from pilots training in commercial airline simulators suggests that simulator operators typically even “turn down” the re- sponsiveness of the flight controls during upset maneuvers in an eort to avoid damaging the epensive machinery, which further degrades the training experience. So where are we now? The FAA issued a policy that takes eect in reuiring all art pilots to complete increased ground and flight training, which includes upset prevention and What You’ll Learn: recovery, during virtually all regularly scheduled training. As of now, the flight training must be completed in a evel or higher • Factors leading to upset 500,000 aviation enthusiasts. Attendees can past 16 years. “The supervisors take over simulator. “IF YOU’VE NEVER attend forums and workshops, meet people the facility from the contractor and begin Some aviation leaders are taking it a step further. As part of conditions from across the world and view the newest working under the waivered procedures their “Emergency Situation Training Program,” Eclipse Aerospace BEEN, WHATEVER technologies in aviation. All the who’s who in the NOTAM.” requires an in-aircraft Upset Recovery Course to be completed • Unusual/upset attitude in aviation is at Oshkosh, armed with give- To work at Oshkosh, controllers must prior to issuing an Eclipse Jet type rating. Their website states YOU THINK IT IS, IT’S recognition and recoveries in aways and plenty of products to sell. have a current FAA medical, tower oper- that “Emergency Situation Training augments traditional aircraft he first time went, thought had ator certificate, and be certified on local type training in ways that can better prepare pilots for unex- all attitudes, including IMC TEN TIMES BIGGER an idea of what it was like and I was just and ground control at their home facility. pected situations and substantially influence the probability of blown away by the sheer scope and scale Selection is seniority based and contin- safe outcomes.” Jim Platz, a new Eclipse Jet owner, is a believer: and stall conditions THAN THAT,” of it, said engwell. e has flown his gent on their facility having the stang pset training is an opportunity to gain confidence and skills • Crew coordination Beechcraft Bonanza 35 into Oshkosh since to be able to release them for the training that could someday save your life. If the opportunity is available said om engwell, an avid private 2015. “Just how big the walk from one end period and event. to you, by all means take advantage of it. I am so glad that this • Autoflight factors pilot who has attended the Experimental of the event to the other is literally miles." ts dierent than anything that youll was a requirement for my type rating, otherwise I might never Aircraft Association’s (EAA) AirVenture he first AA Airshow took place in ever experience in your FAA career,” said have experienced it.” • Special considerations for Oshkosh airshow for more than ten years. September 1953 at Curtiss-Wright (now Emberland. “The opportunity to participate Most of the people providing this kind of training have an your aircraft AA hosts an annual flyin convention Timmerman) Field. Fewer than 150 people in [this] is a true highlight of my career.” infectious love of aviation and airplanes and can’t wait to share “Oshkosh” at Wittman Regional Airport attended the event, but it quickly outgrew Controllers at Oshkosh represent more it with you. Don’t let your ego get in the way of your safety, and each July. This year, the event took place several airfields. n , ittman egional than 50 towers from across the country and the safety of your passengers. GET UPSET! C Call 203-577-8633 today or visit July 24th through 30th under the hot became EAA’s permanent airshow home. include controllers with varying levels of acrojet.net to schedule your Wisconsin sun. More than 10,000 pilots “The show starts on a Monday, so we experience. Being a controller at Oshkosh KRISTI FLEISCHMANN, AcroJet and U. S. Air Force pilot, held an flew their airplanes into shkosh, con- start stang on the hursday before, is described as a unique experience. At no exciting career which included ﬂying worldwide missions in the C-141 as an aircraft commander and instructing USAF and NATO pilots in the training! tinuing AirVenture’s legacy as the largest said reg mberland, an Air rac on- other tower will you be giving instructions supersonic T-38 Talon. After the Air Force, Kristi expanded her aerospace airshow in the United States. trol Specialist at Minneapolis tower and to airplanes that you can’t see, using air- career to include global strategic marketing for a Fortune 500 company. The weeklong event attracts more than Kristi holds an ATP, CFI and CL-65 type rating. volunteer controller at Oshkosh for the craft color rather than tail numbers.

ALL OPINIONS IN THIS ARTICLE ARE SOLELY THOSE OF THE AUTHOR AND DO NOT REFLECT THE OPINIONS OR PRACTICES OF HER EMPLOYER.

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ALL OPINIONS IN THIS ARTICLE ARE SOLELY THOSE OF THE AUTHOR AND DO NOT REFLECT THE OPINIONS OR PRACTICES OF HER EMPLOYER.

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Contrails.EJOPA.indd 54-55 8/14/17 1:52 PM OSHKOSH MEET THE OWNER

“If there’s anything crazy that can happen, it can and will eactly in the right place and its o the railroad tracks, said happen at Oshkosh,” said Emberland. “For the most part… ev- mberland. eve always tried to keep people o their and eryone works well. Pilots and controllers have to work together.” on the railroad tracks. It’s hard to get airplanes in line when “The most interesting aspect of it is that ATC is one-way they’re a quarter mile apart laterally. Ditch the GPS, use it as a generally, engwell said. ilots are advised to not respond reference and not as a one and only tool.” to ATC instructions due to frequency congestion. “Outside of an There is a turbine and warbird arrival available for high-per- emergency situation, [ATC is] talking, and you’re listening and formance aircraft and warbird aircraft capable of cruising at 130 not talking back.” knots or greater. There is also a seaplane base and helicopter, Arrivals and departures are on separate frequencies to limit ultralight and homebuilt procedures outlined in the NOTAM. frequency congestion. Student pilot training and student solos ilots are urged to cancel their flight plan from are not permitted at OSH during AirVenture. Whittman Regional and proceed along the VFR arrivals. The eve been flying into shkosh since , said Abbie A reminds pilots to cancel their flight plans in the air Friddell, CFII and aircraft owner. “We came in just like every- through flight service prior to reaching their destination airport body else where there’s 15 airplanes all circling Ripon and then as parking delays can be in excess of 45 minutes. VFR depar- following the railroad tracks up. Then the [controllers] on the tures cannot obtain an IFR clearance airborne from Milwaukee ground call you up by color not my N number…they’d say ‘red Approach Control within 100 NM of Oshkosh. airplane rock your wings.’” Flying into Oshkosh, although somewhat complicated, is an When the pilot is less than two miles from Fisk, a town close experience not to be forgotten. “It was kind of a bucket list item to Oshkosh, ATC will issue a runway assignment, transition, for me, I didn’t have an airplane until recently and I kind of and tower freuency to monitor. pecific holding, landing, and wanted to do it to say ve been there, done that, engwell taxiway procedures are outlined in the NOTAM. Pilots should said. “It’s also a good experience. You’re put in an environment be prepared for a combination of maneuvers that may include a that can be a little bit challenging.” short approach with descending turns, followed by touchdown at Future AirVenture dates are planned for July 23rd-29th, 2018 l C MEET THE OWNER a point somewhere on the runway. and July 22nd-28th, 2019. t makes for a little bit dierent environment than youre en r used to, said engwell. And of course spacing is a lot tighter GREG WEBSTER given that they have a waiver for it,” he added. A waiver has been issued by the FAA reducing arrival and departure separation standards for category one and two aircraft This article is better entitled, “Meet the Mentor” since I do not presently own an Eclipse. – single-engine and light twin-engine aircraft. Another waiver However, I have had the pleasure of flying with many owners in all of the various Eclipse has been issued amending “Line Up and Wait” procedures; more they own, so I consider myself very fortunate to be able to borrow airplanes for gas money. than one aircraft may be instructed to “Line Up and Wait” on the runway using both sides of the centerline. AAs website urges pilots to brush up on their flying skills What airplane(s) do you currently fly/ What is your favorite vacation spot(s)? lightening show as far as we could see and review the NOTAM thoroughly before arriving at AirVenture. Stay connected in how many hours do you have in it? I once had an Eclipse client who said, from east to west along the front. We All pilots should have a thorough understanding of the NOTAM Of course my favorite is the Eclipse “Instead of boring holes in the sky for were well clear and in smooth air but the the air or on the ground and be aware of primary and alternate airport procedures. e- Jet in which I have almost 5,000 hours mentoring, where can we go to have some powerful show was spectacular even for ingwell agrees, “Read through it, make sure you know which -only 5¢ per message in type. I have been seen in the MS 760 fun ith overflight permit in hand, an old salt with lots of weather way to go if something goes wrong,” he said. Paris Jet from time to time and hold an we flew over avana and landed in rand experience like myself. Aircraft on an flight plan in conditions are respon- aerobatics waiver for airshow demonstra- Cayman where SCUBA Diving and hanger sible for navigating VFR and providing visual separation from tions with about 2,000 hours in type. I flying the clipse was the pastime of the other aircraft, even on the arrival. once flew a routine at the ig how sh- day. “Have somebody with you that’s [also a] pilot,” advised Frid- kosh) and have a hat to prove it. Finally, dell. She also suggested training the people with you how to if you like low and slow, the J-3 Piper Cub What was your favorite scan for trac prior to flying in. (original non-electric and also Carbon things about flying to Grand ts definitely helpful to have somebody thats familiar with LOW COST WORLDWIDE 16 USERS Cub) will keep you on your toes and Cayman? the procedure, added engwell. And read the A. makes for a most relaing day flying. y favorite thing about flying to Emberland emphasized that most of the procedures are VFR, 16 Passengers can simultaneously send and receive I am also typed in the Beech Premier Grand Cayman was an evening leg so remember your pilotage and dead reckoning skills. The last text messages using their phone anywhere in the world 1A and B-737 and serve at the pleasure of between Albuquerque and New Orle- page of the NOTAM has all pertinent frequencies and can be via the Iridium Satellite Network. the San Diego FSDO as a Designated Pilot ans. We took the two center seats out uite useful to have on hand during the flight. Examiner in the Eclipse Jet. I teach the so the gals could curl up and sleep, but “One of the biggest problems that I’ve been noticing with the Initial Recurrent and Mentoring courses a spectacular squall developed 10 miles advent of , on the isk procedure, there is a fi that is not airtext.aero 678-208-3087 for the Eclipse Jet in my spare time. north of us complete with a meteoric

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Contrails.EJOPA.indd 56-57 8/14/17 1:52 PM ADVERTISERS INDEX

MEET THE OWNERS The Abingdon Co. PAGE 46 310-736-5673 theabingdonco.com

Acrojet PAGES 29, 54 203-577-8633 acrojet.net

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Do you have any recommenda- Speak to a TBM expert: (Americas) +1(954) 893-1414 For information regarding advertising tions for pilots out there? (International) +33 5 62 41 73 00 in Contrails magazine, please contact y afe y fast y hea uy an www.tbm.aero Eclipse… our Advertising Manager, Meredith Howard.

Phone: +1 (561) 841-1551 ext. 7 Email: [email protected] 58 / CON T R A IL S / SUMMER 2017

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What are your procedures for get- the Amazon River I told my co-pilot, ting around foreign countries? “wow, check out how wide the Amazon I don’t get around them, I get into them! is, I almost can’t see the other side.” His On a trip to Rio de Janeiro we had an in- response was that, “the other side” as I flight mechanical that caused a precau- put is was actually an island in the middle THE ULTIMATE tionary landing in St. Maarten. Now it of the river! Holy moly. just so happens that there was a show in speed machine the street by our hotel that went on well Favorite flying experience? into the night. Very colorful and exciting; All of them in which I don’t bend the I highly recommend this for everyone. We airplane or my body. Flying is a constant were able to fi the airplane a couple of learning experience and sometimes my days later and o to io we headed. students teach me what to do and other A is uite dierent down there. times what not to do. Mostly non-radar environment (brush up on your position reporting requirements What drew you to flying? folks, your most reliable trac advisories The same thing that draws a moth to a are peer-to-peer listening to other pilots flame. f you have to ask, cant eplain report their position and figuring out how it to you. close they are to you. Due to unforecast winds, we found our- What is your career background? selves a little shy in the fuel department Retrospectively I am a professional which necessitated a landing short of our flight instructor. just had to sign up destination – and short of the intend- for a few paying jobs along the way to ed country of landing -- in Venezuela. aord my career as a pilot. owned my Last I checked, they were a communist first flight school at age . A jack of regime. However, they have the whole many trades but master of none. I have capitalism thing down to a tee. Mordida, been a eputy heri flying helicopters, or bribe, is a word that will be common a bank loan workout specialist flying to your vocabulary in Venezuela. After from project to project in my helicopter, a paying through the nose for immigration, bankruptcy trustee known to surveil my customs, and airport administrative fees, debtors from the air as they were hiding we ordered fuel. Not only was fuel $2.75 assets, a court-appointed receiver, and I US a liter, they only accepted cash dollars. once owned a VW/Porsche repair shop. I After peeling o a siable roll of bills used my flying skills in every one of these we watched the fuel guy make two stacks businesses. of the money. e couldnt figure this out As the world’s fastest until he told us the one stack was “Falso” How many hours do you currently have? single-engine turboprop, or fake counterfeit money. We had to dig 17,900 the TBM 930 attains into our hidden stash and pull out enough jet-like speed – yet is simpler money to replace the fake bills. What is the first plane you ever flew? to fly and maintain. Its 850-horsepower engine provides We had an uneventful remaining Mooney Executive 21 with mechanical freedom to travel the skies trip except when we got to flaps. effortlessly at 330 kts., smoothly the headwaters of climb to FL310 and travel up to 1,730 What is the first plane you ever owned? NM in economy cruise. And with PA 23 Piper Apache in which I did a Daher’s all-inclusive maintenance program (5 yrs./1,000 hrs.), you can enjoy whole summer of multi-engine training the ultimate combination of reliability, to build hours to become an airline pilot. comfort and performance. I am so glad that didn’t happen.

Do you have any recommenda- Speak to a TBM expert: (Americas) +1(954) 893-1414 tions for pilots out there? (International) +33 5 62 41 73 00 y afe y fast y hea uy an www.tbm.aero Eclipse…

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