Pl4n3pil0tjune2014

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WorldMags.net D E S I G N . P E R F O R M A N C E . L U X U R Y.

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INSIDEJUNE 2014

THE EXCITEMENT OF PERSONAL AVIATION & PRIVATE OWNERSHIP / VOL. 50 NO. 5

2014 SUN ‘N FUN ROUNDUP Starting the air show season right By James Wynbrandt

46 RETROFIT ROUNDUP: 15 HOT PANEL UPGRADES Add instant value and capability with our list of panel retrofit ideas By Marc C. Lee

54 TOP 20 TIPS FOR NIGHT FLYING No matter what some allegedly old pros may tell you, flying at night definitely isn’t the same as aviating in daylight

60 AFFORDABLE IN-FLIGHT INTERNET! BendixKing’s new Aerowave 100 By John Hayes

By Bill Cox

Visit the Plane & Pilot® website at www.planeandpilotmag.com. PLANE & PILOT® (ISSN: 0032-0617)—VOLUME 50, NUMBER 5 is published monthly except bimonthly January/February by Werner Publishing Corp. Executive, editorial and advertising offices: 12121 Wilshire Blvd., Suite 1200, Los Angeles, CA 90025-1176, (310) 820-1500. Periodicals Postage Paid at Los Angeles, Calif., and additional mailing offices. Single-copy price $5.99. Annual subscription in U.S., Possessions, APO/FPO $19.94. Canada $34.94, other foreign $34.94, including postage and taxes. Payable in U.S. funds. For orders, changes of address and all other customer service requests, phone toll-free (800) 283-4330; POSTMASTER: Send address changes to PLANE & PILOT®, Box 37857, Boone, Iowa 50037-0857. Canada Post Publications Mail Class Agreement No. 1559761.

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INSIDEJUNE 2014 WorldMags.net PILOT REPORTS 24 SPEEDIER AND SPORTIER TBM’s iconic turboprop undergoes a major makeover Story By James Wynbrandt Photos By David Carlson

40 MAKING A SPLASH IN THE LSA WORLD Tecnam’s new amphib marks a sea change in float design Story By James Wynbrandt Photos By Jim Koepnick

COLUMNS 6 From The Editor | By Jessica Ambats Stallion 51 20 X-Country Log | By Bill Cox Let’s Get The Kids Involved 22 Let It Roll | By Patty Wagstaff The Memory Of Red Dirt 70 NTSB Debriefer | By Peter Katz More Alerts For GA Pilots 74 Grassroots | By Budd Davisson TFRs And The Little Guy

DEPARTMENTS 8 Letters 12 Readback 16 Air Gallery

planeandpilotmag.com 쑸 쑺 VISIT US ONLINE International Aircraft Directory Look for excerpts from this exhaustive, userfriendly almanac of the world’s most popular airplanes. Check regularly for your favorite planes.

62 Tech Talk: Adventure Pilot iFly GPS 64 Jobs & Schools: Kansas State University

68 Featured This Month

Your Photo In P&P! For a chance to have one of your photos published in P&P, visit Favorite Flying Destinations, and upload photos of your airplane and aviation adventure. We’ll choose our favorites to appear in future issues.

69 Fly Market

Become Our Facebook Friend Talk to fellow readers, aviation lovers and pilots on our Facebook page. Click on Facebook in the Pilot Talk drop-down menu on our home page, or visit www.facebook.com/planeandpilot.

On the cover: Daher-Socata TBM 900, photo by David

4 PLANE & PILOT planeandpilotmag.com

Carlson, story on page 24.

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Challenging WorldMags.net

the Status Quo

Avidyne is challenging the status quo with our all-new panel-mounted avionics stack. Our new IFD540 and IFD440 FMS/GPS/ NAV/COMs feature our award-winning FMS with an intuitive touch-screen user interface that reduces workload and head-down time associated with previous-generation systems. Plus, they’re designed as slide-in replacements for 530- and 430-Series navigators, dramatically reducing your installation costs. The AMX240 is a state-of-the-art Audio Panel with six-place intercom and Bluetooth® music interface, and our new AXP340 Mode S Transponder meets the mandate for ADS-B Out, and is a slide-in replacement for the venerable KT76A/76C/78A. Add in our innovative DFC90 Series Autopilot—with safety-enhancing features like Envelope Protection™ (EP™) and ‘Straight & Level’—and you’ve got the most capable and easy-to-use avionics offering any pilot could ever need. You no longer have to settle for the status quo. Now you have a choice. And the choice is easy. Avidyne.

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WorldMags.net FromTheEDITOR BY JESSICA AMBATS Dream Flight

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s pilots, we all have strong opinions on the best day-to-day airplane to own. But at the top of most of our wish lists is the P-51 Mustang. This World War II machine represents the ultimate flying experience—a dream that Stallion 51 makes come true! Based in Kissimmee, Fla., the warbird operation offers orientation flights and checkout training in their dual-controlled Mustangs. This year at the Sun ’n Fun Expo, I had the opportunity to fly Crazy Horse 2 with one of Stallion 51’s top pilots, John Posson. After departing KISM, Posson talked me through several rolls on our way to Lakeland, where we landed and taxied onto the warbird ramp. That afternoon, Lee Lauderback flew Crazy Horse 2 in a heritage flight with Glacier Girl, a P-38 Lightning and a USAF F-22 Raptor. This year marked the 40th anniversary of the fly-in, which saw an increase in attendance over the past years. In his

show report, James Wynbrandt rounds up the top news and products, including the touch-screen IFD540 panel from Avidyne, and new airplanes such as the Tecnam Astore LSA and the TBM 900. For this month’s pilot report, Wynbrandt flies the newest Daher-Socata model. He and demo pilot Wayman Luy depart St. Augustine, Fla., for flight level 280. The turboprop has been redesigned for speed—with winglets and a five-blade Hartzell composite propeller—and for sportiness, with a new carbon-fiber interior design option. Taking center stage in the skies above Sun ’n Fun was air show star and Plane & Pilot columnist Patty Wagstaff. Her latest endeavor, the Patty Wagstaff Aerobatic School, is also in St. Augustine, at Southeast Aero, the U.S. distributor for Extra Aircraft. An Extra 300L and Super Decathlon are used to teach precision aerobatics, tailwheel training and upset training. Patty

is passionate about instruction, and each year, she visits the Kenyan bush to provide recurrent and aerobatic training to pilots of the Kenya Wildlife Service. In “Let It Roll,” Patty recounts her most recent journey to Kenya, across the Atlantic Ocean in a Citation Super II. Also announced at Sun ’n Fun was a more affordable inflight internet service. BendixKing’s AeroWave 100 works off of satellites, with coverage in North and South Americas, Europe and Asia. The system delivers 3G speeds in flight, and there are no limits on the number of users in the aircraft. A small round antenna is mounted to the top of the aircraft fuselage. For those looking to update their older panels, Marc Lee’s “Retrofit Roundup” has options for all budgets. There’s a new 3D moving map for light jets, audio panels, engine displays, ADS-B solutions and much more. What’s in your panel? Let us know at editor@planeandpilotmag.com.

Stallion 51’s Crazy Horse 2

6 PLANE & PILOT planeandpilotmag.com

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For many years, I have enjoyed reading Bill Cox’s columns and articles. I am German, have lived a lot in the U.S. and am flying since more than 30 years. At present, I am back in Germany and own a Zlin Savage LSA. My partner has two Golden Retriever dogs, and because any pilot always dreams of a new airplane, I am thinking of buying a four-seater like a Diamond DA40 or a Lancair, so we could take the dogs along. I loved Bill’s recent column, “There’s a New Bear In Town” [Jan./Feb. 2014], however, my partner is very concerned about the high noise level in any airplane and how her dogs might take that; will they suffer hearing loss? Obviously a noise reduction headset won’t stay on their ears for long. Also, have you ever taken your dogs on commercial flights and would you have any recommendations for that? What about taking dogs along on long transcontinental flights? How stressful would connecting flights be for them? Would you give them any pills to calm them down or make them sleepy? —Hans “Joe” Wuensche Thanks very much for your thoughtful note and kind comments. I’ve taken most of my dogs flying at one time or another, and never had a problem with them losing hearing. Of course, the logical question might be, “How would you know?” As it happens, my wife, Peggy, is both a veterinarian and a recent private pilot. She agrees a headset would be a little redundant, since the dog doesn’t need to talk and could probably paw it off, anyway. Instead, she suggests using standard earplugs for dogs, but recommends you buy the higher-quality type with a plastic cord that connects them so the plugs can’t get accidentally pushed down into the ear canal. For airline travel with a big dog that must be carried in a crate, Peggy suggests the possibility of using Benadryl to calm a nervous dog before a trip. She doesn’t usually feel a 25 mg acepromazine, a common veterinary tranquilizer, is appropriate—could be too strong for some dogs and result in lowering blood pressure, though half of an ace might not be too much. She also recommends that you try to intercept the captain at the gate, and advise him you have a dog traveling with you and you’d appreciate special care. There’s a

good chance he has a dog or two at home, so he may know exactly how you feel. If you can’t contact the captain, ask to speak to the purser of the chief flight attendant after boarding, and ask them to advise the captain there’s a dog in the pressurized cargo hold. An additional suggestion is to acclimatize the dog to a crate in advance, and make certain the animal is as comfortable as possible in the crate, perhaps with chew toys or food. The airlines are doing a much better job than they used to transporting animals. In 38 years of practice, Peggy has never had to treat an animal abused by an airline, though sadly, it does still happen. —Bill Cox

Cabin Noise Levels It just occurred to me to ask someone (other than a salesman) concerning cabin noise level in the Meridian. I’m guessing that you weren’t sitting in back as a passenger and thinking about such things, but judging solely from a pilot’s standpoint, could you hazard a guess that noise level is low enough to not have to yell at each other, or are headphones the usual (non-jet) S.O.P.? As you know, that’s one of the main perks with jets—leave (most of) the engine noise behind. —Mick Thanks very much for your note on the Meridian noise level. If you read my stuff regularly, you may know that I deliver upscale piston and turbine singles and twins when I’m not writing about them. I’ve delivered a number of Meridians and Malibu Mirages domestically and internationally, and I can vouch for the reasonably subdued noise levels in either type. Several times on VFR flights at elevations in the mid to high teens where there’s hardly any traffic, I’ve punched up the autopilot and gone back to the rear to check out the inflight amenities. Both the Malibu and Meridian do a good job of noise suppression. I’ve never measured it with my little db meter (always forget to bring it along), but the noise level in back is always reasonable. I’d think folks could easily hold a normal conversation in the aft cabin without any problem and without headsets. I wear a Bose A20 pretty religiously to protect what little hearing I have left, but I’d bet passengers in the paying seats wouldn’t need them if they didn’t want to wear them. The Meridian seems to have about the same interior noise level as the old Cheyennes. —Bill Cox

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PLANE & PILOTÂŽ is published by Werner Publishing Corp. Executive, editorial and advertising ofďŹ ces: 12121 Wilshire Blvd., Ste. 1200, Los Angeles, CA 90025 1176, (310) 820 1500. Email us (editorial matters only) at editor@planeandpilotmag.com or visit our website at www. planeandpilotmag.com. Copyright Š2014 by Werner Publishing Corp. No material may be reproduced without written permission. This publication is purchased with the understanding that information presented is from many sources for which there can be no warranty or responsibility by the publisher as to accuracy, originality or completeness. It is sold with the understanding that the publisher is not engaged in rendering product endorsements or providing instruction as a substitute for appropriate train ing by qualiďŹ ed sources. PLANE & PILOTÂŽ assumes no responsibility for solicited or unsolicited contributions and materials. SUBSCRIBERS: Any obligation we owe to you, including delivery of your magazine, is contingent upon you providing us with your correct mailing address. If the Post OfďŹ ce notiďŹ es us that your magazine is undeliver able, we have no further obligation to you unless we receive a corrected address from you within two years of the Post OfďŹ ce notiďŹ cation. BACK ISSUES are available for one calendar year. To order within the U.S., send $7.00 plus $4.00 postage and handling (Canada: $7.00 plus $5.00; inter national: $7.00 plus $10.00) for each issue to: Back Issue Dept., PLANE & PILOTÂŽ Magazine, 12121 Wilshire Blvd., Ste. 1200, Los Angeles, CA 90025 1176, or go online and visit the eStore. No orders processed with out proper funds and speciďŹ c issue information. PLANE & PILOTÂŽ is a registered trademark of Werner Publishing Corporation. Copyright Š2014 by Werner Publishing Corporation. All rights reserved. Reproduction in whole or in part without permission is prohibited.

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Readback

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BY THE PLANE & PILOT® EDITORS

TOPstories

Breitling Jet Team To Perform In The U.S.

S

wiss watch manufacturer Breitling announced that the Breitling Jet Team will be performing in the U.S. for the first time ever in 2015. The aerobatics team is comprised of seven L-39 Albatros jets that can reach speeds of up to 565 mph. “I am very excited that the Breitling Jet Team will finally perform in the United States,” said Breitling USA President Thierry Prissert. “They have performed all over the world, and this is the first chance to show U.S. audiences what they can do and inspire younger

generations of American aviation enthusiasts with their precision flying and breathtaking performances.” The team will perform at the EAA AirVenture Oshkosh and the National Championship Air Races in Reno. Additional air shows and performances in the U.S. in 2015 will also be announced as they are confirmed. Visit www.breitlingjet-team.com.

Eclipse Delivers First Eclipse 550 Jet Eclipse Aerospace announced the first customer delivery of an Eclipse 550 in

12 PLANE & PILOT planeandpilotmag.com

Albuquerque, N.M., following FAA certification. “This is an exciting day for Eclipse Aerospace and for general aviation,” says Mason Holland, Eclipse Aerospace CEO. “With the Eclipse 550, we’ve built a high-performance light jet that includes advanced technologies and safety features that have traditionally been found only on much larger cabin class business jets and commercial aircraft. Our customers asked for the latest technologies such as auto throttles and a more dynamic pilot interface, and we responded

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to those requests and are now delivering to ecstatic customers.” Visit www. eclipse.aero/550.php.

Penn Yan Aero Extends Warranty Penn Yan Aero’s warranty will be 100% parts and labor for three years, or to Lycoming’s or Continental’s maximum recommended TBO, whichever comes first. The overhauled engine warranty is supported worldwide and is transferable from one owner to another. “Penn Yan Aero has always led the industry with its warranty,” said President Bill


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Middlebrook. “And, we’ve always taken care of our customers. The new warranty offers additional peace of mind to Penn Yan Aero customers.” Visit www.pennyanaero.com.

V Robinson Delivers 500th R66 R66 Turbine S/N 500 rolled off Robinson’s production line on March 14, 2014, three and half years since the fiveplace helicopter was initially certificated in October 2010. The helicopter was delivered to Aviamarket, one of three R66 dealers in Russia. Last year, Aviamarket pilots landed R66 S/N 0040 at the North Pole and again in September when the company organized a six-week Around-TheWorld Expedition using two R66 helicopters. Visit www. robinsonheli.com.

W New Flagship Panel For CubCrafters CubCrafters announced a new cockpit panel in cooperation with Garmin, which simultaneously introduced their G3X Touch 10.6-inch touch-sensitive flight display system. The new panel, Executive GLASS touch, is available immediately in Carbon Cub SS, Carbon Cub EX and Sport Cub S2 aircraft. “We’re pleased that Garmin has chosen CubCrafters as

their OEM partner for this debut,” says Randy Lervold, CubCrafters’ General Manager. “Our light-sport aircraft have the best-in-class fit, finish, performance and quality.” Executive GLASS touch is centered on Garmin’s G3X Touch flight display system, which features the GDU 465 10.6 inch touch-screen display. The G3X Touch has Synthetic Vision and video input for cameras or Enhanced Vision Systems. CubCrafters also includes Garmin’s Angleof-Attack (AOA) sensor and SiriusXM Satellite Radio weather and audio as standard equipment on the Executive GLASS touch panel. Visit www.cubcrafters.com.

Piper Delivers Five More Archers To FIT Piper Aircraft has delivered another five new Piper Archer TX training aircraft to the Florida Institute of Technology (FIT), under a joint Piper Aviation Career Alliance program. The agreement provides enhanced vocational and educational opportunities for graduates of FIT’s aviation program, as well as for graduates from other programs offered through the school. The Florida Institute of Technology’s College of Aeronautics took delivery of eight single-engine Piper

Archer TX training aircraft earlier in 2013, and five so far in 2014, bringing the total Archer units delivered under the joint arrangement to 13. Visit www.piper.com.

V New Garmin G3X Touch The G3X Touch is a touchscreen, glass flight display system for installation in experimental amateur-built and light-sport aircraft. The noncertified G3X Touch system offers pilots easy-to-read, easy-to-use, high-resolution 10.6-inch flight displays with split-screen functionality and a host of advanced interface options. “Our dedicated experimental engineering team, better known as ‘Team X,’ continues to raise the bar with the introduction of G3X Touch,” said Carl Wolf, vice president of aviation sales and marketing. Synthetic vision is a standard feature on G3X Touch, which also displays VFR Sectionals and IFR Enroute Charts. Options include SiriusXM weather and radio, which allows pilots to receive NEXRAD, METARs, TAFs, TFRs, winds aloft and more. It’s also compatible with the GDL 39R ADS-B receiver. Visit www.garmin.com.

pilots, and IFR pilots that are not current, represent over 50 % of the flying population. This is a segment of the flying public that at best, has been underserved,” said John Uczekaj, CEO, Aspen Avionics. Visit www. aspenavionics.com.

W New Dynon SkyView With SkyView Touch The latest edition of Dynon’s flagship product includes SkyView Touch, two new control panels and dozens of new features in the SkyView 10.0 software. Michael Schofield, Marketing Manager at Dynon Avionics, says, “We’ve focused on creating an incredible pilot interface with SkyView Touch and new dedicated control panels. From the simplest LSA to the most complex IFR aircraft, there’s a SkyView for every panel.” SkyView Touch adds the convenience of touch when you want it, but keeps a full set of buttons and joystick knobs for precise control in turbulence. Capacitive multi-touch technology allows actions such as two finger pinch-tozoom on the map. Visit www. thenewskyview.com and www.dynonavionics.com.

Aspen Avionics Certified Glass PFD for VFR Pilots The new Aspen EFD1000 VFR PFD combines situational awareness and safety into a single display that can be upgraded to a fully IFRcapable Evolution Pro PFD. “Aspen has done a great amount of market research and our findings were that VFR

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Product previews WorldMags.net

Protect Your Hearing

Video Your Flight

Hearing loss is cumulative, with a slight loss over a long period of time. In the air, this can be dangerous. Tactical Hearing’s digital hearing devices can boost sound in the

The Strut Camera Mount was designed to mount industry standard action cameras to the wing strut on Cessna Aircraft including the 150, 152, 170, 172, 180, 182 and 210. Experimental aircraft utilizing Cessna wing struts can also use this Strut Camera Mount, which can be reconfigured to attach to tubular structures between 1.13 inches and 2.80 inches in diameter. The camera mounts to a ¼-20 stud attached to a ball mount. Contact: www.aircraftspruce.com.

frequency bands where the ear is lacking or where the hearing has been damaged. They also operate as effective hearing protectors. When a too-loud sound is detected, a tactical hearing device shuts down, blocking rather than amplifying the sound—it acts like a custom-fit earplug to save your hearing. Contact: www.tacticalhearing.com.

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Managing Risk

Keep Calm And Fly On

Managing Risk: Best Practices for Pilots uses actual aircraft accident examples, statistics, aviation safety studies, and the authors’ 60 years of experience as pilots and flight safety educators, to document and describe the 10 most significant accident threat categories and shed light on the applicable human-factor issues that make pilots vulnerable to them. This book provides strategies that you can use to avoid or effectively manage risks during crucial phases of flight. Contact: www. asa2fly.com.

Sporty’s latest humorous product line plays off the British slogan in use during World War II of “Keep calm and carry on.” These new aviation products are a fun way to show your enthusiasm for aviation, even when you’re not at the airport. Constructed of 100% cotton, the T-shirt is available in royal blue for $16.50 in sizes small through XXL. Made of wood, the Keep Calm and Fly On sign adds charm to any room. Contact: www.sportys.com.

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irGallery Jessica Ambats

Smoke on! Air show season is in full swing, and we’re excited for what’s still to come. In this look back at last year, performers on the 4CE aerobatic team make a four-ship echelon formation look effortless as they line up under the bright blue skies of EAA AirVenture. Dax Wanless flew me in a Bonanza photoship as Matt Chapman (Eagle 580), Jack Knutson (Extra 300), Rob Holland (MXS-RH) and Kevin Coleman (Extra 300SHP) joined on our wing. Photo Platform: A36 Bonanza

Oshkosh, Wis.|

The 4CE Aerobatic Team

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A

Glenn Watson

At Wiley Post Airport in Oklahoma 25 years ago, Mike Sasser had a fresh private pilot certificate in his pocket and dreamed about someday owning a Stearman biplane. But not just any Stearman would do—he wanted a Super Stearman with the big R-985 Pratt engine, four ailerons, inverted fuel and oil systems, and most importantly, a smoke system. After a long search, word of mouth located this sweet Stearman 450 Deluxe, and soon after, N450D became his. Photo Platform: A36 Bonanza

Lago Vista, Texas |

Boeing Stearman 450

irGallery

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WorldMags.net X-CountryLOG BY BILL COX Let’s Get The Kids Involved Opportunities are ripe for the next generation of pilots

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n keeping with the bylaws of ethnocentrism, everyone judges the rest of the world by their own standards. By that criterion, I’m curious as to what has happened to the youth movement in aviation. We keep hearing about the pending pilot shortage, but it seems few young people are stepping up to take advantage of those professional pilot opportunities. It’s true, airline flying isn’t nearly as lucrative as it used to be, but it can still be a fairly decent living once you get past the initial operating experience and the first few years of food stamp pay rates. Like many of you, I dreamed of becoming a pilot as far back as I can remember. In my case, my first flight was in the back of a J-3 Cub in Anchorage, Alaska, at age 13. The owner, Floyd Blethen, was a senior member of the Anchorage Civil Air Patrol and used his airplane regularly on SAR missions in central Alaska. Blethen’s Cub had been upgraded from its original 65 hp Continental to an 85 hp engine, so he liked to call it a Super Cub. On that first flight in late November and on many subsequent missions, I discov-

ered the heater in Blethen’s airplane was definitely not “super.” When I made that first flight, Anchorage was covered in snow, so Blethen had converted his J-3 from wheels to skis. Apparently, just to give a kid a thrill, he flew me across the Cook Inlet to a meadow covered in several feet of undisturbed powdery snow and flew several touch-and-go landings so I could watch the feathery rooster tails of white powder spiral back off the tips of the skis. With an enthusiasm born of ignorance, I did practically anything to earn flight time: section-washing airplanes outside in 20-degree temperatures, holding flashlights for mechanics forced to work outside in the dark of day (there were only about four hours of daylight in deep winter), running errands for senior members and generally trying to endear myself to anyone in CAP with an airplane. I was probably no more or less dedicated to aviation than many other kids in the cadet squadron. Flying became my consuming passion, partially unrealized because of a lack of money. It took another

decade to earn a license with 58 legal hours and another 50 unloggable hours. I count myself more lucky than tenacious to have hung in there and prevailed. I don’t see that enthusiasm much anymore. Sadly, few kids seem interested in hanging around airports these days just to enjoy the sight and sound of airplanes. Is some of the magic that attracted me and so many other aspiring Yeagers, Hoovers and Crossfields slowly fading away? Late in the last century (can it really be that long ago?), I ran into an enterprising young man at the Coronado Airport in Albuquerque, N.M.—an airport now long since decommissioned—as I was preparing to fly home from the annual Albuquerque International Balloon Fiesta. He was probably about 15 and stepped up to admire my Mooney and asked if I’d trade a quick ride around the local area in exchange for a wash job. My airplane wasn’t really dirty, but I admired the kid’s chutzpah and accepted his offer. By the time the airplane had been refueled, I had paid the bill and made a few phone calls, he had sprayed it off, wiped

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it dry and polished all the windows. It turned out he had a few hours of instruction and was eager for more. I flew with him for a half hour or so, and he proved to be an excellent copilot, guiding my Mooney through the thin air above Albuquerque, looking down on several hundred hot air balloons still drifting above the city after the early morning mass ascension. He hoped to make it to the airlines some day, and if his enthusiasm was any indication, I’ll bet he did. Sadly, I don’t see that level of interest in today’s younger generation, though I don’t fault them for their new priorities. The world has changed dramatically in the last several decades. Priorities are different; computer science, Internet technology, software developers and database managers are where it’s at these days. The money can be spectacular. Still, it’s a little hard to believe that what used to be the dream job of so many young people is no longer regarded as such a plum. I have a friend who flew international for US Airways in Airbus 340s back in the 1990s and was paid over $150,000 a year…as a first officer. In those halcyon days, senior captains flying long-haul international routes for the majors in 747s, DC-10s and L-1011s used to demand salaries approaching $250,000. Today, an airline captain for a major line makes more like $150,000, and an experienced copilot’s salary is usually about $100,000. While that’s not exactly peanuts, it’s nowhere near the royal remuneration some young pilots hope for. Yes, but what about the seductive glamour and prestige of merely being an airline pilot, of getting paid to fly to exotic places several times a month? Even that has paled to relative insignificance as some lines cautiously schedule their pilots to fly more hours per month. One major line used to target their flight crews for 71 hours a month, or 850 hours a year, in order to avoid exceeding the FAA’s maximum of 1,000 duty hours/year. (Scheduling more hours a month can be risky. Some lines schedule up to 80 hours/ month, and that comes perilously close to the limit, sometimes leaving some pilots unavailable through the airlines’ busiest time, the Thanksgiving/Christmas season. Ironically, that’s also when weather delays are the worst of the year and can add to crew duty hours.) There was a time when the younger generation might have considered the military a good flying job. Not so much anymore. In the last six years, Air Force and Navy flight hours have been cut back from 250 hours to less than 120 hours a

year. That’s only an hour every three days, not nearly enough to maintain proficiency on the increasingly more complex aircraft and weapons systems associated with modern aircraft. In early 2013, the USAF Air Combat Command had to temporarily stand down 17 squadrons in order to comply with a budget-induced reduction of some 44,000 flight hours. It’s now estimated that American military pilots fly less than Chinese, Indian and some European military aviators. Add to that the college degree requirement for virtually all piloting jobs in the military, and the demands far exceed the rewards.

Corporate aviation may be one of the few areas where opportunities are expanding. The bad news is that corporate flight jobs often place their flight crews at the mercy of a beeper. Though the jobs often allow pilots to fly modern turbine equipment with excellent avionics and other modern flight systems, crews may be on call practically 24/7, and it’s rare to see salaries much above $100,000. Fortunately, flying still offers a sense of romance that few other occupations can match. Now, all we have to do is find people, no matter what their age, willing to fill those positions. P&P

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BY PAT TY WAGSTAFF Let ItWorldMags.net Roll

The Memory Of Red Dirt Flying from the Arctic to the equator

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ing sight of land altogether. Transatlantic/ Pacific ferry pilots are a different breed with nerves of steel. I have friends who have ferried small single-engine pistons, even one who flew a 60-year-old P51-Mustang across the Atlantic. And a few years ago, I met Eppo Numan, who crossed the Atlantic in an ultralight that had hand controls for steering! I’m not nearly that brave, but I have admiration and respect nonetheless. So when friends Rich and Sue Sugden invited me to fly in their Citation Super II to Kenya, I couldn’t believe my good luck. Not only would flying across the pond check off one of the boxes on my wish list, I’d also be checking off a couple of others: possible polar bear sightings, as well as visiting Rome. It wasn’t just the idea of avoiding long TSA lines in Miami and London, it was the idea of a grand adventure with friends. Rich sent me an email telling me to pack light, and that’s when I started to study our route: KDIJ-CYYR-BIRK-LIRAHEBA-HDAM-HKNW. Did packing light mean one pair of shoes for the Arctic and

for the equator? How heavy are those Uggs, and are they suitable for flying a Super Cub? What about après-flying pool wear? I decided on a couple of duffle bags and a flight bag with my Kenya/bush flying gear: Swiss Army knife, Leatherman, handheld radio, EPIRB, headset, fuel strainer, chamois for refueling out of 55-gallon drums and my perfect backup lightweight battery-powered Garmin 92 GPS. After a couple of weeks of complete closet disaster, I flew commercial to KJAC to meet my ride to Kenya. Our reason for going to Kenya was to continue to give recurrency and aerobatic training to pilots of the Kenya Wildlife Service (KWS), which we’ve been doing on a semi-annual basis since 2001, when Dr. Bill Clark started the program. (I wrote about our KWS training program in my February 2013 column. Read about it online at www.planeandpilotmag.com/ pilot-talk/let-it-roll/kenya.html.) Joining us would be Richard Spencer and his significant other, Polly Warner. Richard is an ex-Marine fixed-wing and helo pilot, and would be a valuable resource Sue Sugden

here’s another highway “up there,” one in which pilots fly airplanes across great expanses of water and time, across the sharp edges of continents and the less sharp geographical boundaries of politics and countries. In North America, we fly long distances across the country, east to west, and even farther distances north to south; Alaska to the Lower 48. Bonanzas with drop tanks fly to Costa Rica and Panama on a regular basis, but when we leave the confines of our continents and set out beyond the islands, beyond the coast of Labrador, crossing the Atlantic leads us to a different culture both in aviation and in geography. I used to fly jump seat with my dad when he flew 747s for JAL from Anchorage to Europe. At 33K, I had the best seat in the house, but since then, it has been big on my list to cross the pond in something less commercial. I’ve flown the Caribbean and down to Central America, but always have land in sight: an island, a shoal, sometimes a faint outline of the mainland—but frankly, I’m in awe of anyone who’s willing to keep going the distance after los-

LEFT TO RIGHT: Andrew Bruce of Far North Aviation in Wick, Scotland, Patty Wagstaff, Richard Spencer, Polly Warner and Rich Sugden. 22 PLANE & PILOT planeandpilotmag.com

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for our training program. Rich Sugden, a physician, former Navy flight surgeon, air show pilot and bush pilot, has lent his expertise to the program for the past several years. Rich and Richard are adventurers like me, and recently flew Kodiaks to deliver supplies to the Mars Arctic Research Station (MARS) in Nunavut, Canada. This time, they’d be flying in a different environment—the red-dirt brush of Tsavo West. Like most adventures in aviation, getting there is often the best part of the journey. The great circle route from Driggs, Idaho (KDIJ) to Nairobi’s GA airport, Wilson Airport (HKNW), is approximately 8,500 miles. We’d arrive in style flying the Citation Super II, a high-performance modification of the Citation II (550) that features Williams engines, FADEC, a range of over 2,000 nm, a service ceiling of 43K and cruise speed up to 416 knots. We weren’t picking up ice while weaving our way through icebergs shooting an NTB approach into Narsarsuaq, Greenland, a la Ernest Gann, but I was okay with that. Flying aside, the people you meet along the way are what give any trip its soul and texture. Before we left, I posted our itinerary on Facebook, and got great tips and advice from ferry pilots who knew the route, and who suggested friendly stops and good handling service along the way. Our first stop was a cold and snowy Goose Bay, Labrador (CYYR). Our FBO was Irving Aviation. Irving gets four stars for their warm welcome and beautiful facility. A few years ago, when I was demoing the T6B at Paris and Farnborough for Raytheon/Hawker Beechcraft, the guys who flew the airplane over the pond from Wichita always claimed CYYR/Irving to be one of their favorite stops. When I noticed their framed, signed photo of the T6B on the wall, I texted the photo to the crew and said, “Look where I am!” I got an immediate response back from them (flying in the Philippines at the time), with restaurant recommendations. After we checked into the North Hotel, we put on our Uggs and walked through the snow to Trappers Cabin Bar and Grill for a great dinner. The next morning, it was snowing but cleared quickly, and I asked the guys if we could make a detour up the Labrador coast to see polar bears. Since we had plenty of fuel to make our next stop, Reykjavik (BIRK), we started heading north, but unfortunately, a low cloud layer prevented us from seeing anything. We headed east and into clear air all the way to BIRK. (I didn’t see polar bears, but I know they were down there.)

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| DAHER- S OCATA T BM 90 0 PILOT REPORT WorldMags.net

Speedier And Sportier TBM’S ICONIC TURBOPROP UNDERGOES A MAJOR MAKEOVER BY JAMES WYNBRANDT PHOTOS BY DA V ID CARLSON

24 PLANE & PILOT planeandpilotmag.com

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he airport at Palatka (28J), a sleepy farming community in Northeast Florida, lies a scant 26 nm from historic St. Augustine’s KSGJ. So the consternation in the briefer’s voice, audible over the speaker phone as he read back our flight plan to 28J, was understandable: “TBM 900 Alpha Zulu—requesting flight levelTwo Eight Zero?” With a range of more than 1,700 nm and a top speed of 330 knots—putting Aspen, the Hudson Bay and Bogota all within our reach from SGJ—a flight to Palatka in theTBM 900, the new, improved member of Daher-Socata’s TBM single-engine turboprop family, might seem a wasted

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opportunity. But we were focused on the everyday business, rather than the glamorous pleasure side, of theTBM’s mission capabilities. Introduced to North America barely a week before, this TBM had a full schedule of commitments and places it had to be—doubtless like the busy buyers of these airplanes. No time for the magical getaway an airplane like this makes possible. We weren’t exactly going directly to Palatka, either. Wayman Luy, demonstration pilot for Socata North America, headquartered in Hollywood, Fla., was filing a trapezoidal VOR-to-VOR route aimed at getting us cleared expeditiously up to FL280, the 900’s optimum operating altitude, where planeandpilotmag.com JUNE 2014 25


| DAHE R- SOC ATA T BM 9 00 PILOT REPORT WorldMags.net we’d measure performance and explore handling characteristics. The TBM 900’s American debut took place at Fantasy of Flight, Kermit Weeks’ aviation museum cum theme park outside of Lakeland, an appropriate venue given the fantasies TBMs have sparked among pilots over the years. They’ve been considered the high-end luxury sports cars of the single-turboprop world since the introduction of theTBM 700 in 1990.The TBM 850, introduced in 2006, continued the tradition, but downplayed the sportiness of the brand for a slightly more businesslike demeanor. With theTBM 900, DaherSocata has not only upgraded some 25% of the aircraft’s systems and improved its performance, but also reclaimed the TBM’s sports car mystique. The 900’s most obvious exterior changes from legacy TBMs—the fiveblade prop and winglets—are as eye-grabbing as they are functional. “We wanted the aesthetics to look good,” Philippe de Segovia, Daher-Socata’s director of marketing, said during the walkaround on the ramp at SGJ, pointing out the winglets as an example. “We developed some winglets that were efficient, but we didn’t like the way they looked,” so the company continued development until they had a set whose appearance matched their performance. Up front, the predatory five-blade Hartzell composite prop drives air into the redesigned air inlet, acting like a turbocharger.

DAHER-SOCATA HAS UPGRADED SOME 25% OF THE AIRCRAFT’S SYSTEMS, IMPROVED ITS PERFORMANCE AND RECLAIMED THE TBM’S SPORTS CAR MYSTIQUE. During the two-year upgrade project, the entire airframe was carefully examined using computational fluid dynamics to identify areas that generated turbulence— the main gear doors, tailcone and exhaust stacks among them—and engineers redesigned accordingly to reduce drag. Meanwhile, to emphasize the racing-car side of the TBM’s personality, the company engaged French designer Hubert de Malherbe, known for his work with the LVMH luxury goods group, to “sportify” the interior, evident for example in the

The composite five-blade Hartzell prop boosts performance—and appearance.

26 PLANE & PILOT planeandpilotmag.com

hand-stitching on the seats’ fine leather and their race team-like TBM 900 logos. The seating/cargo space is completely reconfigurable. Any or all of the four cabin seats can be quickly removed as needed, or arranged in either club or the all-forward-facing commuter configuration. Fine wood trim remains a standard option, but the company is promoting a new carbon-fiber interior, available in eight standard shades, with 40 additional colors available as options. The Pratt & Whitney PT6A-66D is the same engine that powers the 850 Elite, but the airplane is redesigned firewall forward.The new cowl is composite, the spinner is redesigned and the exhaust stacks rounded, together reducing drag and weight. Inside, the engine’s plenum has been changed to improve air flow, and the electrical system completely redesigned, with power increased to 300 amps, providing plenty of juice for future avionics and electronic devices. A significant percentage of TBM buyers fall into the 500 to 1,000 total-flighthour range, according to John Warnk, instructor and program manager forTBM training at Simcom, an FAA-approved initial and recurrent training provider for TBM series aircraft (see sidebar). Many such owners transition directly from highperformance piston aircraft without any turboprop experience, and the 900 should be an easier adjustment than earlierTBMs. “A great thing in the 900 is that we have a semi-automatic start procedure,” Luy

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Landing lights have moved to the wingtip, and inner gear doors reduce drag on the TBM 900. said from the right seat in the cockpit. Here in the front office, the TBM 900 has a restyled panel surrounding the three Garmin G1000 display screens, and a revamped center pedestal that incorporates a single-control throttle and a new torque limiter, which allows use of all 850 hp at takeoff, shortening the takeoff roll and improving climb rates over previousTBMs.

The G1000 had finished its self-test, the flight plan and weight and balance information entered through the FMS, and switches were positioned for the engine start. Hit the starter, counted to three. By then Ng, or percent of torque, reached 13%, starting the propeller spinning. Moved the pedestal-mounted control level forward to low idle. At 50% Ng, the starter automatically disengaged, a

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chore performed manually on previous TBMs. The control lever would then be moved laterally into a track on the left, where it operates as a normal throttle. TBMs have a brawny, over-built heft, a solid feeling reinforced while taxiing, as the nose wheel tracks straight ahead without any rudder dancing, taxi speed controlled by the throttle in Beta. For takeoff, throttle up to 50% Ng before releasing planeandpilotmag.com JUNE 2014 27


| DAHE R- SOC ATA T BM 9 00 PILOT REPORT WorldMags.net the brakes, then advance the throttle to desired power. Acceleration is brisk to exhilarating, quickly reaching rotation speed, about 85 knots. We climbed out at 130 knots, then lowered the nose for a cruise climb speed of 170, yielding about 1,500 fpm, and engaged the command

ACCELERATION IS BRISK TO EXHILARATING, QUICKLY REACHING ROTATION SPEED, ABOUT 85 KNOTS. bars on the PFD for hand-flying guidance. “My preference is to climb as quickly as possible to altitude,” Luy said, so we dialed 124 knots, or Vy, into the autopilot, and our ascent increased to between 2,100 and 2,200 fpm. Handed off to Jacksonville Departure, we were greeted with the same reaction the briefer on the telephone had. “TBM 900 Alpha Zulu—are you sure you want to go to flight levelTwo Eight Zero?” Luy explained our flight-test mission, and our willingness to go in any direction ATC needed to keep us out of harm’s way, which led to a succession of course and

altitude changes until we were finally turned eastbound over the ocean and cleared from FL250 to FL280. Once at altitude, Luy let the autopilot pitch the nose down and build up airspeed until the TAS settled at 325 knots. ISA temperature was plus 10, and we weighed about 6,600 pounds, some 800 below gross. Luy pulled out the POH and checked the numbers. “We’re beating the book,” he said, pointing to factory figures that indicated an expected 320 knots and a 60.2 gph burn for our conditions. (We were burning 62 gph.) “Let me take a picture so I can show people,” he said, pointing his iPhone at his PDF. “People don’t believe me.” We didn’t time the climb, given all the intermediate stops and changes of direction, but the company says theTBM 900 can reach its 31,000-foot service ceiling in under 19 minutes. With the airspeed performance verified, Luy wanted to show off theTBM’s maneuverability at altitude, so we disengaged the autopilot and handflew, banking and turning as much as we could on an IFR flight plan. FL280 is the highest altitude an aircraft can be legally hand-flown. Above this, RVSM rules apply, and the autopilot must be engaged. Rudder and aileron authority remained crisp, with no mushiness to the inputs.

SPECIFICATIONS Price, Standard Equipped: $3.71 million Powerplant Type: P&W Canada PT6A-66D turboprop Thermodynamic Power (hp): 1825 Nominal Power (shp): 850 Usable Fuel Capacity (gals): 291 Wingspan (ft.): 42.10 Height (ft.): 14.29 Length (ft.): 35.22 Wheel Base (ft.): 9.56 Tailplane Span (ft.): 16.36 Maximum Cabin Width: 3 ft. 11.64 in. Maximum Cabin Length: 13 ft. 3.45 in. Maximum Cabin Height (ft.): 4 Maximum Volume In Cabin (cu. ft.): 123 Basic Empty Weight (lbs.): 4629 Maximum Ramp Weight (MRW, lbs.): 7430 Maximum Takeoff Weight (lbs.): 7394 Maximum Zero Fuel Weight (lbs.): 6032 Maximum Payload (lbs.): 1410 Maximum Payload With Full Fuel (lbs.): 891 Maximum Luggage In Storage Areas (4 seats, lbs.): 507 Maximum Luggage In Storage Areas (6 seats, lbs.): 330 Maximum Luggage Volume (large net, cu. ft.): 30¼

PERFORMANCE (ISA conditions, MTOW, no wind) Maximum Cruise Speed At Long-Range Settings (KTAS): 252 Maximum Cruise Speed At 28,000 ft. (KTAS): 330 Time-To Climb To 31,000 ft. (mins., secs.): 18, 45 Certified Ceiling (ft.): 31,000 (ISA conditions, MTOW, no wind, 50-ft. obstacle clearance) Takeoff (ft.): 2380 Landing (ft.): 2430 Maximum range with maximum fuel (ISA conditions, MTOW, no wind, one pilot, 45 min fuel reserve) @31,000 ft. 252 KTAS Cruise Speed (nm): 1730 290 KTAS Cruise Speed (nm): 1585 326 KTAS Cruise Speed (nm): 1440

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WorldMags.net I like to stay ahead of my aircraft. So if I’m 40 miles out with weather rolling in, I’m listening to what’s happening in front of me. AWOS. Pilot chatter. A quick check with flight service. Sometimes, there’s a lot to decipher. But I need to hear it clearly. Because when I do, I feel confident. Prepared. In the moment. And that allows me to just

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| DAHE R- SOC ATA T BM 9 00 PILOT REPORT WorldMags.net “It’s like a six-place P-51,” de Segovia said from the back seat. I was wearing a headset though he wasn’t, yet I still heard him, bringing home another improvement in the 900. Noise levels in the cabin and outside have been reduced significantly. We hadn’t been eastbound long, but by the time we asked for lower and turned around for a direct to 28J, the coast of Florida appeared far in the distance. Rather than the typical 1,500- to 2,000foot descent rate, we went for a more extreme angle. Pushing the nose over and triggering a maximum speed alert at 260 knots indicated, our descent was some 4,000 fpm. Next, we pulled the power to idle and pushed the nose down to about 15 degrees, and our sink rate registered some 6,000 fpm. Had we wanted to get down faster, we could have dumped the gear. Gear extension speed is 178 knots indicated, as is the first notch of flaps. Having seen theTBM 900’s high-speed performance, once cleared from 10,000 feet to 5,000 feet, we cancelled IFR and did power-on and power-off stalls. An aural alert, “Airspeed, airspeed,” preceded

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the stall horn’s whine. With the radar pod adding weight and drag to the left wing, the TBM breaks left on the stall. Though more pronounced than in a typical GA aircraft, there’s nothing unusual about the recovery, and holding full right aileron into the stall, which deploys the spoilerons, can almost keep the nose falling straight ahead. Luy, who has some 4,500 hours of TBM time, reports that the winglets add a little more stability at low airspeeds, making approaches and landings that much safer. A thin, scattered deck extended over the area as we approached Palatka, so we descended to about 2,000 feet and entered the pattern with an overhead entry

at 1,500 feet. Luy had already briefed me on the landing. Use about 20% torque on final, looking for about 90 knots over the fence. “Let it get into ground effect,” he said over the numbers, “then put the nose at the end of the runway, power back to idle, and let it float a little. When you have that instinct to pull back and flare, just let it settle.” Suddenly, we were planted firmly on the runway. “Beautiful. Let the nose drop. Pull the trigger, and put it in reverse.” We did a 180 to back taxi, and here again, the TBM illustrated its maneuverability. Holding the left brake and taking advantage of the engine’s torque, the aircraft did a smooth 180 pivot. The 900 can not only take off and land in less than 2,500 feet at gross weight, it can maneuver around a tight ramp, too. We did a second circuit at Palatka before making the 26 nm flight back to SGJ. We didn’t request FL280 this time, but given what I had seen of theTBM 900’s performance, with a good headwind, we probably could have made it up and back P&P down within the distance.

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Getting Checked Out In The TBM SimCom Offers Approved Training SimCom (www.simulator.com), headquartered in Orlando, Fla., provides FAA-approved training for TBM series aircraft, as well as about 30 other models, from piston singles to jets. The company is now completing construction of its TBM 900 training program. “We’re right now refining the checklist,” said John Warnk, instructor and program manager for TBM training. SimCom provides trainees with manuals, checklists, a written exam on V speeds and emergencies, and other materials to study prior to training. All TBM trainees are advised to arrive with a fresh instrument proficiency check to ensure they can devote their attention to learning the aircraft rather than relearning how to fly instruments. “Once they’re in the door, we start with the general aircraft and work through all the systems,” Warnk said. SimCom takes a

maximum of two trainees per course, which are adapted to the basic skill and experience level of the pilot. Those with 500 to 1,000 flight hours with no type ratings or turboprop experience undergo a sixday course of classroom instruction and simulator training followed by 20 hours in the airplane. Those with more experience undergo the same classroom/sim time, but require fewer hours in the airplane. For classes with one trainee, the typical school day consists of four hours of ground school and two hours in the simulator. For a two-person class, sim time is doubled. “The person in the right seat (of the simulator) actually learns a little more—they can process the information. The person in the left seat is usually too busy doing things to sit back and absorb it,” Warnk adds. For students who need a little more help than the average trainee, SimCom provides extra time in the sim and the airplane as needed at no charge, Warnk said. “The most important things is that when you leave us, we feel comfortable enough with your abilities to put our families in the back of your airplane.”

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Sun’n Fun ROUNDUP 2014

STARTING THE AIR SHOW SEASON RIGHT

BY JAMES WYNBRANDT

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antastic weather, thrilling shows by the Blue Angels, record-setting crowds and a visit from the governor: The 40th Sun ’n Fun Fly-In, held April 1-6 in Lakeland, Fla., had much to celebrate this year. As we went to press, preliminary figures on attendance “was 15 to 20% higher than any gate we’ve ever had,” said Communications Director Sandy Bridges, estimating 225,000 visitors and 11,000 aircraft movements during the show. That attendance will translate into more aviation for youngsters.

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“We’re a 501(c)3, and all our money goes back into education,” said Bridges. “So this is a spring break for pilots, but it’s not just a spring break. We’ve paid for 18 students to get their pilot’s licenses over the past year. That’s what everyone here is helping with.” Rick Scott, making the first Sun ’n Fun visit by a governor of the state, spent twoStallion 51’s Mustang, Crazy Horse, arrives at Lakeland, Fla., with a view of the Sun ‘n Fun ramp. planeandpilotmag.com JUNE 2014 33

Jessica Ambats

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Daher-Socata TBM 900

Jim Koepnick

Jim Koepnick

and-a-half hours enjoying the sights and sounds. “He was overwhelmed,” said Bridges. Also overwhelmed: Sun ’n Fun president John “Lites” Leenhouts. “You all did such a good job, you’re going to have a tough act to follow next year,” he told volunteers at the show’s conclusion. In addition to the air show and static displays, the workshops and evening programs, exhibitors showcased their wares and introduced new offerings. Here’s a roundup of some of the most exciting products and services new to this year’s show.

Daher-Socata TBM 900

www.tbm.aero The TBM 900, the newest version of Daher-Socata’s sleek and sporty turboprop single, made its public debut at Sun ’n Fun. (See Pilot Report on page 24.) Top cruise speed has been upped to 330 knots, the takeoff roll shortened and time to climb decreased, thanks to aerodynamic refinements and firewallforward enhancements. A new composite five-blade Hartzell prop acts like a turbocharger, driving air into the intake bowl, and winglets improve low-speed handling qualities. The French OEM has also restyled the interior to invest more of a sporty ambiance to the cabin. The four-place seating is completely reconfigurable; any or all of the seats can be quickly removed, or positioned in club or commuter (all forward facing) arrangement. 34 PLANE & PILOT planeandpilotmag.com

Rotax 912 iS Sport The cockpit features a restyled panel and improved soundproofing, and a quieter engine lowers sound levels inside and out. Priced at $3.71 million.

Rotax 912 iS Sport

www.flyrotax.com Rotax introduced an updated version of its fuel-injected 912 iS engine, the 912 iS Sport. The iS Sport delivers shorter takeoff roll, better climb rate and faster cruise speed, while reducing fuel consumption more than 20% over the iS, accord-

ing to Christian Mundigler, manager of Rotax Aircraft Engine Sales. Once power is below 97%, the engine can be switched from power mode to a fuel-saving ECO mode for maximum economy. “Even in the power mode, it still has 10% better fuel efficiency,” Mundigler said. The 100 hp iS sport has a modified air box and intake system, and new software loaded into its ECU (Electronic Control Unit). Rotax hadn’t officially announced the price as we went to press, but Mundigler said it will be offered until October 14 at the 2013

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Photos courtesy Premier Aircraft

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price of the 912 iS, about $25,225 retail. This year marks the 25th anniversary of the Rotax model 912 engine.

Premier Aircraft Sales’ Premier Edition 172

www.flypas.com The south Florida aircraft sales and services company introduced its Premier Edition 172 upgrade program, delivering a completely refurbished Cessna 172R or S model with a Centurion 2.0 liquid-cooled, turbocharged diesel engine, a new Garmin panel, and completely restored and refurbished airframe. Customers can have the company source an aircraft and convert it for them or have any combination of Centurion engine, Garmin avionics and interior installed in their own Cessna 172. “This program is a direct response to what our customers have been asking for,”

said Art Spengler, VP Operations at the company. At 75% cruise power, the 135 hp Centurion FADEC engine will burn about 5.2 gph of Jet A, versus the 9.2 gph burn of the Lycoming-powered Skyhawk. “Power, mixture and propeller settings are all done with one lever,” Spengler added. “No more worrying over fine power/fuel adjustments.” The demonstrator, with the “soup-to-nuts” options including full Garmin ADSB-compliant touch-screen panel and KAP 140 autopilot, $289,500.

stereo headset audio cable for embedding pilot-to-pilot and air traffic control communications within the video, a propeller filter reduces propeller distortion created while filming in-flight videos and accessories for mounting the equipment in the cabin. The company also introduced the Garmin G3X Touch, a glass touch-screen flight display system for experimental and LSA aircraft. The 10.6-inch display features split-screen functionality and a host of advanced interface options.

Garmin VIRB Elite Aviation Bundle

Patty Wagstaff Aerobatic School

www.garmin.com Garmin unveiled a turnkey aerial video system for in-cockpit, HD video recording featuring an HD 1080p action camera with a unique 1.4-inch Chroma color display, recording up to three hours on a single charge. The bundle includes a new

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www.pattywagstaff.com While performing at Sun ’n Fun, threetime U.S. National Aerobatic Champion and Plane & Pilot columnist Patty Wagstaff also promoted her newly established Patty Wagstaff Aerobatic School, located at Northeast Florida Regional Airport planeandpilotmag.com JUNE 2014 35


Jim Koepnick

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Courtesy Patty Wagstaff

LEFT: Garmin VIRB Elite; RIGHT: Garmin G3X

Patty Wagstaff Aerobatic School (KSGJ) in St. Augustine, Fla. Her academy will focus on precision aerobatics in classic competition style for pilots who want to fly for recreation, air shows or competition. Additionally, the school will also offer tailwheel training and upset training to individuals and corporate flight departments. Training will be provided in the Super Decathlon and the Extra 300L, the two-place version of the high-performance monoplane Patty flies in air shows around the world. “Starting an aerobatic school gives me and my instructors a chance to pass on our experience in aerobatics and upset training, and to help create more skillful and safer pilots,” said Wagstaff. With an aerobatic box adjacent to the 36 PLANE & PILOT planeandpilotmag.com

airport’s primary runway, St. Augustine’s airport has long been a magnet for sport aviation and top aerobatic performers. The aerobatic school is based at Southeast Aero, the U.S. distributor of Extra Aircraft.

Avidyne IFD540

www.avidyne.com Avionics manufacturer Avidyne Corp. of Lincoln, Mass., displayed its soon-tobe-certified touch-screen IFD540 and IFD440 FMS/GPS/NAV/COMs in Lakeland. Designed as replacements for Garmin’s GNS 530 and 430, the plug-and-play units slide into the same racks respectively as the legacy Garmins and require no installation. The units provide VHF communi-

Jim Koepnick

Avidyne IFD540

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Mooney International Corp.

Courtesy Mooney

cation and SBAS/LPV navigation, and meet ADS-B accuracy and integrity requirements. The touch-screen functionality includes pinch-zoom, map panning and graphical flight-plan editing. “The 540 is priced the same as Garmin’s 750, but there are no installation costs,” said Tom Harper, Avidyne’s director of marketing. “And we think customers will like the features on our unit.” Avidyne plans to have the unit certified and available for purchase at AirVenture, scheduled for late July in Oshkosh, Wis. The units are priced at $16,995 for the 540 and $14,995 for the 440.

Mooney Acclaim And Ovation 3

www.mooney.com Mooney International Corp., which bought the assets of moribund Mooney Aircraft Company in October 2013, announced it’s resuming production of the single-engine Acclaim Type S and Ovation 3 models. The first off the assembly line since 2009—an Acclaim, Mooney’s 240 knot-plus flagship model—is scheduled for completion in July and will be auctioned online, the proceeds seeding a Mooney Museum, CEO Dr. Jerry Chen told guests at the company’s relaunch ceremony at Sun ’n Fun. Open to all qualified bidders, the auction will end and the winner announced on July 11, two weeks before AirVenture in Oshkosh, Wis., where the aircraft will be displayed. After that first delivery, the

Flight Design Vision Touch By Garmin factory will produce one aircraft per month through the end of the year and double the rate in 2015, aiming to quickly climb to three aircraft per month. The company’s new owners, Soaring America Corp., backed by Chinese investors, are committed to spending at least $50 million over the next 10 years to revive the company, Chen said. Base price for the turbocharged 2014 Acclaim is $699,000 and the normally aspirated Ovation 3 is $649,000.

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Flight Design Vision Touch By Garmin

www.flightdesignusa.com Flight Design and Garmin announced this avionics package, which combines TSO’ed and non-TSO’ed avionics, for the in-development C4 4-place aircraft. The avionics suite will be certified together with the airframe, an approach that provides a significant cost reduction—some $30-$40,000 over an all-TSO’ed system, according to Flight Design—with greater flexibility for planeandpilotmag.com JUNE 2014 37


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mid-2015. Thanks to the savings on the avionics, price for the airplane will be about $250,000, Flight Design says.

Tecnam Astore

Tecnam Astore future enhancements and upgrades. The suite features two of Garmin’s new G3X Touch screens combined with a Garmin GTN 750 GPS-Nav/Com, Garmin GNC 255 Nav/Com, Garmin GMC 305 autopilot and a Garmin GMA 350 audio panel.

Jim Koepnick

“Affordable new technology is the goal of the (FAA) Part 23 rewrite,” said Tom Peghiny, president of Flight Design USA. “That’s what we’re doing with the C4.” The C4’s first flight is expected this summer and certification is anticipated by

“WHAT BETTER WAY TO CELEBRATE TECNAM’S 65TH ANNIVERSARY THAN BY OFFERING OUR CUTOMERS THE VERY BEST NEXT-GENERATION LSA—THE ASTORE?”

38 PLANE & PILOT planeandpilotmag.com

www.tecnam.com Italy’s Tecnam officially introduced the Astore LSA, a sporty Rotax 912-powered aluminum low-wing trike, incorporating an Apple iPad mini as part of its standard equipment. The aircraft received its Special Airworthiness Certification the week before the fly-in. “What better way to celebrate Tecnam’s 65th anniversary than by offering our customers the very best nextgeneration LSA—the Astore?” said Paolo Pascale, Tecnam’s Managing Director. The Astore’s iPad comes equipped with checklists, weight and balance data, and POH. The Astore uses the same wing as the P2002 Sierra, the company’s previously introduced low-wing LSA, but the fuselage is redesigned. A clamshell bubble canopy tops the cabin’s side-by-side seating, and the interior features luxury car styling. Power choices are the Rotax 912 ULS, 912 iS and Turbocharged 914 UL. Panel options are the Dynon SkyView Touch or Garmin’s G3X Touch. Price varies based on configuration, but starts at about $139,400. P&P

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NO SNEAK PEAKS.

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The new Profile feature provides a clear graphic vertical view of terrain and obstacles along your route. Dynamic color alerting lets you know at a glance whether your selected altitude will keep you clear of hazards. Easily find the highest point, time and distance to first strike, and current AGL.

Learn more at foreflight.com

PROFILE IS AVAILABLE NOW AS A PRO FEATURE IN FOREFLIGHT MOBILE 6.

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| T ECN A M P 92 SEA SKY PILOT REPORT WorldMags.net

Makin A Splash In The LSA World TECNAM’S NEW AMPHIB MARKS A SEA CHANGE IN FLOAT DESIGN STORY BY JA MES WYNBRANDT PHOTOS BY JIM KOEPNICK

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f you need convincing that LSA represent a valuable adjunct to traditional GA models, look no further than the amphibian world. There, you can buy an LSA capable of setting down on land or water for about what amphib floats alone cost for some Part 23 aircraft. Italian aircraft manufacturerTecnam has already sold many pilots on LSA and sport aircraft, with more than 3,500 of its products operating around the globe. Now, the company has taken on the realm where water and sky meet with its P92 SeaSky, which joins an already formidable fleet of LSA amphibs. Development of this end of the market has doubtless benefitted from the increased weight limit LSA seaplanes enjoy—1,430 pounds versus the 1,320 pounds for other LSA—a standard the FAA adopted to keep LSA regulations consistent with rules for European microlight aircraft. While several seaworthy LSA employ the hulled flying boat model (e.g. the Aventura, SeaMax, SeaRey, Super Petrel and the indevelopment ICON A5), the SeaSky puts Tecnam’s proven P92 Echo Classic LSA atop amphibious floats in place of the aircraft’s usual tricycle undercarriage. The result flies something akin to a classic Piper J-3 Cub on floats, updated with side-by-side seating in a comfortable cabin and the added utility of being able to touch down on solid land, something even the most ardent seaplane pilot can appreciate. “That means you can go out and do all the floatplane flying you want, and then go to just about any land-based airport and get fuel,” said Tristan Raab, Tecnam’s SeaSky demo pilot, noting, “You can’t go to just any lake with a floatplane and expect to fuel up—you’ve got to really plan it.” Raab should know. In addition to corpo-

rate work, his extensive seaplane CV includes stints flying Beavers on floats for Seattle-based Kenmore Air and instructing at Jack Brown’s Seaplane Base, the noted training facility in Winter Haven, Fla. I met Raab on the flight line at Sebring Regional Airport (SEF) during the annual U.S. Sport Aviation Expo in January, where the SeaSky was making its Expo debut.

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| T ECN A M P 92 SEA SKY PILOT REPORT WorldMags.net The P92 looks good on floats, with enough heft not to appear diminished when hoisted astride pontoons. The airframe is basically all aluminum (wingtips and cowl are composite, and the ailerons are fabric), but theTecnam-made floats are composite; the company took fabrication experience gained through development of its carbon-fiber airframe for the P2008 and P2010, and created its own amphibious floats. Made from vacuum-cured carbon fiber, the floats feature a flat top with a nonslip grip coating for firm, stable footing. A pneumatic compressed air system, lighter than a hydraulic system, controls landing gear extension and retraction. (The maintenance-free pneumatic system also eliminates the potential for hydraulic fluid leaks.) A manually operated reserve pump provides backup.The landing gear components are anodized Avional CNCmachined, and the pontoons are reinforced to survive a gear-up landing or two on turf or hard surface. All marine rudder control and lift cables have been eliminated from the surface of the pontoon, replaced by a solid push-pull rod routed through the float that deploys and retracts the water rudder, powered by the landing gear’s pneumatic system and operated by a separate control knob. Removing the cables eliminates the surprisingly considerable drag that they can generate, as

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well as hazards associated with trip wires. “When you’re hopping out onto the float, hoping to get to the dock and grab a rope and get it tied down, the less you can trip over, the better,” Raab said. The SeaSky has been flown with either two- or three-bladed ground-adjustable Sensenich propellers, but the three-blade is now standard. “It gets a lot more pull and a lot more power out of that Rotax engine,” Raab said of the tri-blade, “so it’s going to help get on the step a lot quicker and get off the water quicker, as well.” Inside the SeaSky, the 44-inch-wide cabin provides ample elbow room and storage space for carry-ons behind the forward and aft adjustable seats. Standard panel equipment is day-VFR steam gauges on the left side with digital engine monitors on the right. Optional glass panel packages are available. It’s a simple configuration that fits the rugged utility style of the aircraft and its primary mission of providing freshwater access. The 98 hp Rotax 912 ULS engine fires up immediately, but taxiing, which requires differential braking for steering, takes a little practice. Once cleared for departure, full power provides sufficient rudder authority to keep the SeaSky pointed straight down the runway—or wherever you want the nose if departing from water. Lifting off took a little more back pressure than anticipated, but electric trim on the stick makes adjusting control

pressures easy in any phase of flight. On retraction, the front gear on each pontoon swings up to a horizontal position and pulls back into the float, leaving the front tire exposed as a bumper. The rear wheels pull into the float. Two sets of green gear lights in the center console below the throttles indicate whether the wheels are completely retracted or extended, while a red light signals the wheels are transitioning. Raab advises pilots of all amphibs to pull the gear up after every takeoff—even after a water departure when already retracted—to keep in the habit of paying attention to the gear position. With airspeed bouncing around 75 to 80 knots, we climbed out at about 500 fpm. Expo features twice-daily demo flybys performed by the exhibitors’ aircraft along runway 17/35 at 500 feet. A left turnout from 01 requires maintaining visual contact with the demo activity, and the big wraparound windscreen and the large Lexan panels that take up most of the P92’s cabin doors’ surface area provide excellent visibility. Seats are positioned in line with the leading edge of the wing, reducing the visual obstruction common to high-wing aircraft. Lake Jackson, seven miles west, serves as Expo’s seaplane base and water ops demo area.Whether we’d actually be able to land there was questionable.The winds that kicked up that morning persisted into mid-afternoon, and the lake was reportedly topped by whitecaps. We headed north at 2,500 feet to check out the sky end of the SeaSky’s performance, giving the gusty breezes time to calm. Expo’s aircraft display area has no shortage of LSA that present themselves

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as glass-paneled, cross-country touring vehicles, but this isn’t one of them. We were cruising at 90 knots indicated, some nine knots below the cruise speed of a P92 trike. “It’s not made for getting anywhere fast,” Raab says. But stability and docile handling characteristics are more important than speed in a floatplane. Even getting bumped around by gusts as we were, the P92, properly trimmed, flew straight and level almost hands free. Raab pushed the nose down and then released the forward pressure to illustrate its positive stability, and the SeaSky quickly resumed level flight at our initial altitude, just as it did after he pulled the nose up and released the pressure. Adding power for steep turns to the left and right, the SeaSky needed little control pressure on the stick to hold altitude, though the electric trim system is ever ready to assist. The SeaSky proved very maneuverable in slow flight, as well, an essential characteristic when you’re making flybys to inspect a potential landing spot on the water or maneuvering around terrain on final for a secluded lake. I imagined we were landing on one now, elevation 2,500 feet, as I pulled back on the stick, power at

SPECIFICATIONS

PERFORMANCE

Engine: 98 hp Rotax 912 ULS Propeller: three-blade Sensenich ground adjustable

Takeoff—Water (ft.): <656 Takeoff—Land (ft.): 492 Landing—Water (ft.): 260 Landing—Land (ft.): 492 Takeoff Over 50-ft. Obstacle—Land (ft.): 950 Landing Over 50-ft. Obstacle—Land (ft.): 850 Rate Of Climb, Sea Level (fpm): 790 Maximum Speed, Sea Level (kts.): 97 Cruise 75% Power (kts.): 91 Vne (kts.): 130 Vso(kts.): 41 Vs(kts.): 45 Service Ceiling (ft.): 11,500

MTOW (lbs.): 1430 Standard Equipped Empty Weight (lbs.): 900 Load Limits: +4/ -2 Gs Baggage Allowance (lbs.): 44 Wing Span (ft.): 66.5 Wing Area (ft.): 133 Length (ft.): 22.6 Height (ft.): 10.3 Cabin Width (in.): 44 Fuel Capacity (gals.): 26.4

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| T ECN A M P 92 SEA SKY PILOT REPORT WorldMags.net idle, holding the nose up, two notches of flaps in, working the rudders as the stall horn beeped at about 40 knots indicated. At the stall break, the P92 simply mushed straight ahead, and we had only lost 100 feet by the time I pushed the nose down, put in the power and arrested the sink. “Use the rudders, keep it coordinated,” Raab said after the fact, as if reciting the Golden Rule of stalls. “So many people don’t use their rudders.” We turned toward Lake Jackson, gradually descending to 1,000 feet. The wind hadn’t let up much, but the lake is the inbound reporting point for Expo’s VFR arrival procedure, so whether we landed on Jackson or not, it was on the route back to Sebring. Our call to the Expo Seaplane Base Unicom got no response. “You can see we’ve got some whitecaps out there,” Raab said as we came up on the shoreline. “If you’re a commercial operator and you want to do one takeoff, one landing, that’s okay,” he said, sizing up the conditions. “But if you’re out there teaching…” He shook his head as if remembering all the bumps and jolts

he had received while instructing on a choppy surface. We decided to make some low approaches, simulating a water landing. As we briefed, Raab emphasized the need to pay particular attention to the landing gear position. A gear-up landing in a retract can be embarrassing and expensive, but a gear-down landing in an amphib can be fatal. “You’ve got to be careful,” he said. “You have to separate yourself from the airplane and think, ‘What am I doing?’ No matter how exciting it is, and people yapping around you, if you don’t make the right decision, you’re either scraping the bottom of the keel, or you’re upside down underwater—and that’s a dangerous thing.” Our approaches took us by the Sunset Grill, the popular waterfront watering hole adjacent to the Seaplane Base, typically packed with LSA enthusiasts during Expo, but appearing deserted on this cold, windy afternoon. How nice to be able to set down at a spot like this or thousands of other places that pilots without floats can only dream about. But not today.

Some might say we didn’t get the real picture of the SeaSky if we never landed on water, but we did experience another priceless benefit of amphib LSA—being able to fly on a day when any LSA with straight floats would be grounded. Base price of the P92 SeaSky is $147,000 with basic instrumentation without radio. Packages with radio begin at $157,000. A float retrofit kit for Echo Classics is available for $38,000. N209TA itself is a converted Echo Classic. Straight P&P floats are also available.

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RETROFIT ROUNDUP

15 HOT PANEL UPGRADES 46 PLANE & PILOT planeandpilotmag.com

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ADD INSTANT VALUE AND CAPABILITY WITH OUR LIST OF PANEL RETROFIT IDEAS BY MARC C. L EE


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t’s comical that when we look at an instrument panel today, the array of gear that would have launched waves of envy 10 years ago looks, sadly, like a thrift-store bargain. We smile at the quaint VOR dials and Loran units, and try to imagine how we ever got along without the magenta “direct-to” lines of our GPS or the LED readouts of our digital engine analyzers. Even standard “six-packs” are quickly fading into obsolescence. In the last decade, the floodgates of capability have opened for general aviation aircraft, and we’re in the midst of an era when airliner features are available to GA aircraft owners at realistic prices. Though “realistic” doesn’t mean “cheap,” the fact remains that an owner of a legacy GA aircraft could remove two analog gauges, and slide in a glass HSI and movingmap-equipped PFD with all the bells and whistles, for less than $5,000 and replace the entire six-pack of analog instruments. In exchange, the owner gets far better reliability and accuracy, a field-upgradable unit that can be transformed into an IFR panel without removing a single screw and the situational awareness that only comes from better information at the pilot’s fingertips. Panel retrofits come in many flavors and price points, so there’s something for everybody. If you want to increase the market value of your airplane with minimal hassle and investments, there are a wide variety of options available and some mind-blowing features on the market. Few things in aircraft ownership are more exciting than upgrading your panel, so let’s look at the best of what’s available today.

Sandia Aerospace SAI-340 Quattro www.sandia.aero The SAI-340 Quattro is a digital backup for steam-gauge instruments in EFISequipped aircraft. The compact, lightweight (it weighs half a pound) unit was in development for the last two years and displays indicated airspeed, altitude, roll and pitch, and an inclinometer (ball) to show slips and skids. The display is bright and crisp, and features easy-to-read graphics, especially for those of us with “over40” vision. As a stand-alone backup, the

Quattro incorporates a rechargeable lithium battery, giving it about two hours of life depending on several factors, with a minimum duration of 30 minutes. The unit includes both automatic and manual backlight control, internal battery charge status display and a panel-tilt configuration. A single knob on its face allows selection of the altimeter setting (barometric pressure). The Quattro fits in a standard three-inch instrument hole and has an MSRP of $3,595.

Rockwell Collins Airshow 500 www.rockwellcollins.com From the “cool” department comes the Airshow 500. This is the first 3D moving map system for light business jets. A modernized, lighter-weight drop-in replacement for the Airshow 410 unit, Airshow 500 comes fully loaded with worldwide maps that utilize NASA’s Blue Marble map data. “Blue Marble” is the name of NASA’s newest generation of stunning earth images, collected from their network of 18 highly advanced satellites. The unit’s maps include a variety of 2D and 3D views, international language selection, “Fasten Seat Belt” and “No Smoking” briefings, and a lot more. The Airshow 500 supports SD-SDI, VGA and NTSC video output to a wide variety of cockpit displays. It works with Rockwell Collins’ “Airshow interactive” app for the iPad, allowing passengers to take advantage of the industry’s first panorama view, which displays a moving map of the outside world from any direction the iPad is pointed.

power and meets all the current Mode S requirements for VFR and IFR flight, as well as ADS-B Out. The AXP340 has additional features like a direct-entry numeric keypad, pressure altitude and GPS Lat/Long readout, flight ID entry, one-touch VFR code entry, an easy-touse stopwatch timer, flight timer and altitude alerter. If the features don’t get you, the clean and modern green LED display will. The unit is a slide-in replacement for the venerable KT76A transponder, making it a great choice for upgrades, as well as new installations. Price: $3,995. Aspen Evolution 1000 VFR Primary Flight Display www.aspenavionics.com Aspen brings the world of glass panels to VFR-only pilots with their innovative VFR PFD. The industry’s first certified VFR PFD, it combines situational awareness and safety into a single flat-panel LCD that can be easily upgraded to a fully IFR-capable Evolution Pro. The $4,995 slide-in unit includes the “six-pack” instruments plus a CDI, flight-plan overlay with a slew of data, navigation display with 360º Compass and ARC modes, winds aloft, OAT, TAS and ground speed, and more. The unit includes a built-in backup battery and emergency GPS. It can be upgraded to also include ADS-B and Evolution Hazard Awareness (EHA), providing weather, lightning and traffic hazards.

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Avidyne AXP340 Mode S Transponder www.avidyne.com The AXP340 provides an affordable and lightweight Mode S Surveillance and ADS-B Out solution for fixed-wing and helicopter operators. The panel-mount unit puts out 240 watts of transmitter 1—Avidyne AXP340 Mode S Transponder 2—Sandia Aerospace SAI-340 Quattro 3—Rockwell Collins Airshow 500

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WorldMags.net BendixKing KSN 770 www.bendixking.com This MFD is different in that it allows multiple selectable user interfaces. BendixKing calls this their “Hybrid Interface” and, in practice, it’s a perfect blend of touch screen and hard buttons. Easily control your GPS navigation, NAV/COM, weather, traffic and terrain in any condition (especially in turbulence). The slide-in unit is a next-generation, WAAS-enabled, integrated “safety navigator.” The KSN 770 combines GPS navigation, NAV/COM, terrain mapping, charting and safety sensor displays. It will also display XM Datalink Weather, radar-based weather, traffic and terrain. The combination of hard buttons, cursor control and touchscreen allows whatever interface works at that moment. It also displays a full complement of safety systems including onboard weather radar, Enhanced Ground Proximity Warning System (EGPWS), XM Datalink weather, terrain awareness and warning system (TAWS) and traffic collision avoidance

system (TCAS). The KSN 770 also features a split-screen capability.

1—Aspen Evolution 1000 VFR Primary Flight Display 2—PS Engineering PMA8000BT 3—L-3 Stormscope 4—BendixKing KSN 770 5—Mid-Continent MD302 SAM

PS Engineering PMA8000BT www.ps-engineering.com PS Engineering introduced their new PMA8000BT audio panel, featuring Bluetooth capability. This truly intelli-

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Mid-Continent MD302 SAM www.flysam.com Standby attitude indicators just make sense for general aviation (ask anybody who has had a vacuum failure), and this one is impressive. Mid-Continent Avionics makes this entirely self-contained, TSO’d, solid-state instrument that provides attitude, altitude, airspeed and slip/skid information to the pilot, either during normal flight operations or in case of a primary instrument failure. What make this unit unique are its two-screen design that can be installed in both vertical or horizontal orientation and its tiny size, weighing in at just 1.6 pounds. The MD302’s selfcontained, rechargeable Nanophosphate Li-Ion emergency battery will power the instrument for one hour. We love its aircraft-specific, programmable airspeed range markings and one-knob control. Plus, it’s made right here in the USA in Wichita, Kan.! MSRP is $10,812.

gent audio control panel offers pilots with smartphones or other Bluetooth music devices the ability to connect wirelessly to the audio panel. This allows music streaming to the audio panel for distribution to passengers. You can also make or receive a cell phone call by pressing the “TEL” button. Four muting modes and several telephone modes allow complete control over who hears music or who’s included in a telephone call. The PMA8000BT unit comes with features the PMA8000 line is known for, including six-place intercom with IntelliVox, monitor mode (great for IFR), alternate intercom mode, a digital aircraft recorder, built-in marker beacon receiver and various pilot selectable audio panel configurations. Price: $2,095. L-3 Stormscope www.l-3com.com Any pilot who has flown with L-3 Avionics’ Stormscope will wonder how they ever flew without one. The system provides accurate lightning data in real time, helping to define the location of nasty thunderstorms, convective activity, wind shear and turbulence. Stormscope works by detecting the electrical activity present as a storm

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Flying The Alpha

Angle-of-attack indicators come to general aviation he FAA is finally recognizing what the military has known for decades: angle-of-attack (AOA) indicators save lives. The federal agency took a huge leap forward in adopting AOA indicators in February when it announced the simplification of design approval requirements for them. “Safety is our top priority, and with today’s announcement, we are improving safety by streamlining regulations and cutting red tape—a win-win situation,” said U.S. Secretary of Transportation Anthony Foxx. Loss of control is the number one root cause of fatalities in both general and commercial aviation. Currently, in GA alone, we’re averaging one fatal loss of control accident every four days. Inadvertent stalls and spins are implicated in half of all GA approach and descent accidents, and 60% of them happen on takeoff and landing. Clearly, something needs to be done because pilots just aren’t getting it. The root of the problem occurs in primary training. Though AOA is taught as a theory to private pilots starting out in ground school, in the air they rely on speed, memorizing the stall speeds shown in the POH. Soon, it’s the stall speed that pilots become fixated on, and they forget that speed has little to do with stalls and spins. The problem with airspeed alone is that an airplane can stall at any speed, any attitude and any power setting. The stall speeds published in airplane flight manuals are only valid for unaccelerated flight (1-G load factor), coordinated (ball centered) and at one weight (most typically max gross weight). But, these conditions are rarely met on real-world flights. Consequently, speed itself isn’t a reliable parameter to avoid a stall. AOA, as we all learned, is the angle between the chord line of the wing and the relative wind, or flight path. John Cox, CEO of Safety Operating Systems, put it beautifully when he said, “Angle of attack is simply the difference between where the wing is pointing and where the wing is going.” AOA is a better parameter to use in avoiding a stall because, for any given configuration, the airplane will always stall at the same AOA, also known as the “critical AOA.” This stall AOA doesn’t change with weight, temperature or density altitude. AOA indicators can help pilots detect this otherwise invisible wing (airfoil) position and avoid a stall. Of course, military pilots have been flying by AOA for decades, instead of relying on airspeed alone—especially on approaches. They call it “flying the alpha.” However, civilian pilots seem to just be discovering the idea of AOA, though it has been around since aviation began. In fact, awareness of the AOA at any given time is an art and is attributed to the world’s best pilots. I have a friend who’s fond of saying, “Be the wing,” meaning, be aware of the AOA. This fine art isn’t easily learned, however, without much practice. In today’s overly technical cockpit environment, stick-and-rudder skills like AOA awareness seem to be fading. The current movement to equip GA aircraft with AOA indicators is a step toward helping pilots discover the importance of this critical parameter. Although AOA indicators have been available in military and commercial turbine aircraft, the effort and cost associated with gaining installation approval has limited their use in general aviation. The streamlined requirements are expected to lead to greater use of the devices and increased safety in general aviation.

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“We have eliminated major barriers so pilots can add another valuable cockpit aid for safety,” said FAA Administrator Michael Huerta. “These indicators provide precise information to the pilot and could help many avoid needless accidents.” Under the new policy, manufacturers must build the AOA indicator system according to standards from the American Society for Testing and Materials (ASTM), and apply for FAA approval for the design via a letter certifying that the equipment meets ASTM standards and was produced under required quality systems. Though AOA indicators aren’t a cure-all for eliminating accidents, they’re another source of information for pilots. Their purpose is to warn pilots when they’re entering the stall realm so they can react faster than a traditional stall warning might allow. Manufacturers are jumping on this potential bonanza with Garmin announcing that their GI 260 AOA indicator would be available in the third quarter of this year. BendixKing has their KLR 10 available now, and Alpha Systems has several AOA kits available, as well. Safe Flight Instruments offers a “lift detector” that works with their stall warning product. More manufacturers are expected to offer AOA indicators in the coming months.

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TOP: Garmin AOA on G3X Flight Display ABOVE: Alpha Systems AOA

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WorldMags.net builds, not by detecting precipitation. It presents the location of areas that should be avoided on a moving-map display. In conjunction with Datalink weather, it offers the most accurate view possible of where adverse weather might exist. Pilot-selectable ranges, display modes and viewing angles provide true cockpit situational awareness. Various models offer different features at varying price points. Garmin G500 www.garmin.com Using technology derived from Garmin’s highly successful G1000 integrated avionics system, the new G600/G500 package brings a wealth of graphical flight capabilities to the retrofit market. Dual 6.5-inch LCDs mounted side by side in the 10-inch bezel put both Primary Flight Display (PFD) and Multifunction Display (MFD) capabilities directly in your field of view. On the left-hand side, the PFD consolidates all primary situational information regarding your aircraft’s position, speed, attitude, vertical rate, altitude and flight progress. On the right-hand side, the MFD provides detailed moving-map graphics of your aircraft’s current position in relation to ground features, chart data, navaids, flightplan routings and more. A trial version of Garmin’s FliteCharts and SafeTaxi come preinstalled. Basically a “mini-G1000,” the G500 has enough features and upgrade options to meet the needs of any pilot. Dynon SkyView Touch www.dynonavionics.com The latest edition of Dynon’s flagship SkyView avionics suite now includes SkyView Touch (touch screen), two new control panels and dozens of new features in SkyView 10.0 software. The integrated avionics suite gives pilots the option of using a touchscreen or dedicated knobs to control the crisp 10-inch display. Dynon’s thinking is that touch interfaces aren’t always the best choice (like in turbulence), so users can choose either interface with a button. The screen can display the “six-pack” of primary flight instruments in a “retro” round format, or a modernized EFIS-type presentation at the touch of a button. The unit’s map gains georeferenced VFR sectional charts and IFR Lo/Hi charts, as well as displaying engine instruments in customizable colors, plus a whole lot more. The SkyView Touch 10.0 lists for $3,995. 50 PLANE & PILOT planeandpilotmag.com

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1—Dynon SkyView Touch 2—Garmin G500

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NextGen GA Fund he NextGen General Aviation Fund has been established to support the rollout of the U.S. “NextGen” program, which enables updated air traffic information to both pilots and controllers. There are more than 150,000 general aviation aircraft requiring access to controlled airspace, and NextGen can’t provide its promised benefits to the air traffic system unless these aircraft are participating with updated technology. Given this fact, the United States Congress has authorized federal support of avionics equipment upgrades to address the needs of the general aviation community. The NextGen GA Fund will approve financing for individuals and businesses operating general aviation aircraft to upgrade with NextGen gear. The deadline for GA aircraft owners to comply with NextGen equipment requirements is Jan. 1, 2020. The fund is a public-private partnership formed between the U.S. Government, the aerospace industry and the private sector investment community. Congress enacted this program by authorizing federal loan guarantees for NextGen aircraft equipage (equipment) in Section 221 of the Federal Aviation Administration Reauthorization Act of 2012. The NextGen GA Fund will initially bring approximately $550 million of financing capital, eventually supporting some $1.3 billion in recurring financings, to the general aviation sector over the coming years. The NextGen GA Fund estimates that this will enable the retrofit of tens of thousands of general aviation aircraft. The NextGen GA Fund is awaiting FAA approval of its application for federal loan guarantees. In March, the NextGen GA Fund announced two partnership agreements with Pilot Bank and Madison Capital, LLC, to accelerate the rollout of NextGen by providing access to quick and affordable financial assistance to general aviation aircraft owners. The NextGen GA Fund will finance FAA-approved NextGen avionics, including WAAS-capable GPS, ADS-B In, ADS-B Out, RNAV/RNP avionics, data communications, flat-panel displays, antennas, electronic components and instrument panel modifications, along with related installation and certification costs. Facilitated through the Aircraft Electronics Association (AEA), member repair stations will be able to easily refer customers to the NextGen GA Fund and to applicant processors, Pilot Bank and Madison Capital. The application process is easy, with a minimum financing amount of $10,000. Owners will locate an AEA-member, FAA-certified repair station from www.aea.net and select the avionics package they want to install. The owner applies for financing through the repair station or web portal on the NextGen website (www.nextgenfund. com). Once approved, the owner takes the aircraft to the repair station, and the funds are distributed to the approved repair station. Financing terms will be, “attractive and highly competitive compared with conventional financing alternatives,” according to the website.

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WorldMags.net Icom IC-A210 Panel-Mount Radio www.icomamerica.com Though communication radios may not seem exciting, Icom’s IC-A210 is. We fell in love with the unit’s bright and easy-toread OLED (organic light-emitting diode) display. It’s a first in comm radios, and it works by emitting light on its own. The display offers many advantages in brightness, vividness, high contrast, wide viewing angle and response time compared to a conventional display. An auto dimmer function adjusts the display for optimum brightness. In addition to the unique display, the IC-A210 offers a “dualwatch” function that allows you to monitor two channels simultaneously and an auto stack memory that stores the last 10 channels used. It has a built-in voiceactivated intercom and a NOAA weather channel. The unit is easy to install. List price: $2,165.

and an “ADS-B In” receiver that can display weather and traffic on your MFD or on an iPad via WiFi. Even cooler is the FreeFlight Systems’ “ADS-B University,” a set of seven free videos to bring you completely up to speed on what ADS-B is, why you need it and how it can make your flying safer. FreeFlight is running a special where orders placed and delivered by Dec. 31, 2014, are priced at $3,995 for a complete system, which saves $1,500 off of the $5,495 regular system price.

alerts you with visual and audible cues well in advance of traditional stall warning systems. It’s lightweight, at a low cost, easy to install and consumes very little power. The unit works independent of pitot-static systems, so it can be used even if the existing air data system is compromised by ice, water or other contaminants. A heated probe is an available option. MSRP is $1,600. Insight Avionics G1 Engine Monitor www.insightavionics.com Insight claims the G1 engine monitor is the first low-cost, complete color-graphic engine-monitor system available in aviation today. It’s a gorgeous and useful little display, featuring Simultaneous EGT, CHT, TIT, and CT (Carburetor Temperature) bars and temperatures on a color-coded LCD screen. The 2.25-inch display unit fits into a standard three-inch instrument hole. Price: $1,235-$1,495 depending on number of cylinders.

BendixKing KLR 10 Lift Reserve Indicator www.bendixking.com The hottest news in GA is the adoption of angle-of-attack (AOA) indicators for GA aircraft. BendixKing has announced their KLR 10, which they term a “lift reserve indicator,” and if interest at Sun ’n Fun is any indication, these little gadgets are the retrofit items of the future. The KLR 10 is designed to provide you with a clear indication of the wing’s available lift reserve. It provides lift awareness at a glance, and

True Blue Power Dual USB Charging Port www.mcico.com True Blue Power is a division of MidContinent Instruments. They’ve developed this ingenious little USB charging port that can be mounted in the panel or in the cabin. Each USB port on the 1.5-inch square unit is designed to supply the electric current needed to charge any standard or high-power device with a USB interface. The TA102 protects itself and the charging device from short circuits, power surges and over-current potential. Simultaneous charging of two devices is fully supported. It’s available in lighted or non-lighted versions. Made in the USA with a two-year warranty. MSRP $449. P&P

FreeFlight Systems ADS-B Solutions www.adsbuniversity.com FreeFlight Systems offers complete lowcost solutions to make your aircraft fully ADS-B compliant using your existing avionics. Their all-in-one RANGR FDL978-XVR UAT combines a 978 MHz UAT “ADS-B Out” transmitter, a WAAS GPS 1—BendixKing KLR 10 Lift Reserve Indicator 2—Icom IC-A210 Panel-Mount Radio 3—FreeFlight Systems ADS-B Solutions 4—True Blue Power Dual USB Charging Port 5—Insight Avionics G1 Engine Monitor

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TOP 20 TIPS

For Night Flying

54 PLANE & PILOT planeandpilotmag.com

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NO MATTER WHAT SOME ALLEGEDLY OLD PROS MAY TELL YOU, FLYING AT NIGHT DEFINITELY ISN’T THE SAME AS AVIATING IN DAYLIGHT B Y B I LL COX

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ight flying isn’t for everyone. Much of the joy and wonder of flying disappears when the sun goes down. Even those who claim to enjoy aviating after dark acknowledge that there’s usually not much to see, and the safety margin is significantly reduced. It’s more than coincidental that many pilots begin their professional careers flying in the dark. If you fly for a package service or on some commuter operations, night flight may be required to graduate from apprentice (copilot) to journeyman (captain). It’s the least choice of assignments. For general aviation pilots, the news isn’t all bad. If you use your airplane for business, flying at night can double its utility. The weather is often better without the lifting forces of the sun complicating things. Accordingly, the air may be smoother, the temperature may be more agreeable, and winds sometimes die off when the sun hides behind the Earth.

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Traffic is usually lighter, radio chatter is reduced, there’s no glare to contend with, and the instrument scan may be simpler. Visibility often improves because the haze of day settles out, and the lights of cities and airports sometimes stand out, so you can spot them easier. Whatever your motivation, here are a few ideas that might make your night flying more enjoyable.

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Preflight has often been touted as the most important aspect of a flight, and that function obviously becomes more difficult at night. Pilots too often tend to skip

some parts of the preflight when they may have to wrestle with a flashlight, a fuel cup and a ladder. For that reason, you might consider performing the preflight in the daytime. Make certain the airplane is ready for the trip when you can perform the checks in daylight. This makes the job more of a standard procedure rather than an uncomfortable and inconvenient chore.

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When natural light isn’t available, you’ll need plenty of artificial light sources planeandpilotmag.com JUNE 2014 55


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to operate in the dark. Many pilots carry a variety of flashlights, preferably those that have a beam adjustable between wide angle and spot. The LED variety is great. I always carry at least three standard flashlights plus two camp lights on any night flight. I can strap a camp light on my forehead under my headset, and it will light up anything I choose to look at. If the instrument lights fail, a wide-beam camp light can save your life. It has mine.

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Despite the lack of available light inside the airplane, remember that you still need to guard against the midair threat at night. Keep your TIS system or TCAS

primed to read local traffic. Another popular hedge is one of the new high-intensity LED landing lights. Unlike the old-style tungsten lights, these will probably outlive your airplane with an estimated 5,000-hour service life. They’re ridiculously bright as well, often on the order of 40,000 candela, what used to be called candlepower. Some LoPresti BoomBeams (www.loprestiaviation.com) put out as much as 560,000 candela. That means you can turn them on before every takeoff, and they’ll make your airplane incredibly visible, day, night, VFR or IFR.

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Everything becomes more difficult when you’re flying at night, especially if you’re piloting an older airplane with a weak bulb or two in the instrument lights. 56 PLANE & PILOT planeandpilotmag.com

Add that consideration to your preflight check, and consider whether you really need to fly if some noncritical instrument lights are sporadic or inoperative. You’d be surprised what can become critical during an emergency. Don’t neglect the human factor. Flying at night can be automatically sleep inducing, and ironically, the situation only gets worse when the weather is good, and the sky is smooth. A gentle ride in a velvet sky with the smooth, even drone of an

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IF YOU USE YOUR AIRPLANE FOR BUSINESS, FLYING AT NIGHT CAN DOUBLE ITS UTILITY. aircraft engine or two can make you want to doze off. I know. Coming home from a long day of flying from Long Beach, Calif., to Ruidoso, N.M., to Farmington, N.M., and finally heading home to Long Beach in my Mooney at 11 p.m., I fell asleep after crossing the Colorado River and finally woke up 80 miles out to sea on my way to Hawaii after overflying the entire L.A. Basin at 12,500 feet. Fortunately, fuel

wasn’t a problem. I turned around and landed at Long Beach with about 40 minutes remaining. For that reason, consider flying shorter legs at night and filing IFR on every flight, so you’ll have someone to talk to and the possibility of being psychologically awakened when a controller says your N-number.

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Similarly, plan your route a little more conservatively at night. Consider rout-

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A more conservative route usually means a slightly longer one. That

ing above major highways if possible and planning en route legs between airports whenever possible. Avoid flight planning your trips by inputting your destination and simply pressing the direct-to button on your GPS.

obviously demands more fuel; the more the better. Even if the flight only demands two hours, don’t be reluctant to load four hours’ worth aboard your airplane. The cooler temperatures will allow better performance anyway, so you’ll probably never notice the extra weight. In the words of an old fighter pilot, the only time you can have too much fuel is if you’re on fire.

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You also might want to fly higher on a night flight to give you more time to handle any problem that might bring you down. Incumbent with the higher altitude

is the need to bring along a portable oxygen bottle, especially if you’re over the age

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of 50. Your mental function won’t be as sharp in the dark, and everyone’s eyesight degrades from blood-oxygen deprivation when you pass about 7,000 feet. Even young pilots will begin to lose peripheral vision above 7,000 feet. The effect is insidious, however, and you’re not liable to notice it. If you’re older than 50, even if your vision is still 20/20, an oxygen bottle should be mandatory for night flights.

port at night, you may see it with your peripheral vision first. If you look to the left or right of where you think an airport or beacon should be rather than directly at it, you’ll be more likely to spot it. Then, you can gradually home in on the light as you get closer.

of it. Again, an instrument rating is the best protection, but if you should happen to punch a puffie, hold your heading and a level attitude, chances are you’ll drive through it in a minute or two. If the weather is so bad that there are clouds everywhere, take the airlines.

Think at least three times before contemplating a night flight in icing conditions, regardless of whether you have boots, TKS or even hot wings. Icing at

Altitude management becomes especially critical when you can’t see the ground. That means you should

become familiar with any high terrain on the en route portion of your flight and know all the appropriate altitudes for pattern and field elevation at your destination. If you need to check a chart in flight,

If you’re moseying along minding your own business, and the lights ahead suddenly blink, that may be a warning that there’s now something between you and the lights. It could just be a cloud,

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night always seems twice as dangerous, and it’s not easy to recognize when a buildup starts or stops. Additionally, even if you do fly out into the clear, you stand little chance of sublimating an icing accumulation when there’s no sun available.

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Here in the U.S., there’s no requirement that you have an instrument rating to fly at night, though there often are more stringent night flight requirements in foreign countries. If you’re not

rated for instruments, at least be sure you have enough instrument proficiency to handle black hole departures. If a straightout departure takes you out over a totally unlighted area, consider turning left or right after reaching a few hundred feet, and climb at least a thousand feet with the airport lights as reference before turning on course.

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What kind of panel lights and how much intensity you use is a personal choice. In days gone by, manufacturers

used to insist on red panel lights because they tend to degrade night vision the least. Today, most airplanes come with standard white panel lights that you can turn up or down as necessary. Keep in mind, however, that if you have a problem and need to make an emergency landing, you’ll probably want to turn the panel lights down so that any lights on the ground will become more readily visible.

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don’t do so with a red filtered flashlight, as some of the writing on charts is in red, and that will virtually disappear under a red light.

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Landing lights are mounted on the airplane specifically for landing the airplane under low-light conditions. How

you use them is up to you. Remember, however, that the visible circle of runway during approach will appear higher than the surrounding terrain. That sometimes leads to hard landings because you may initiate flare too soon. For that reason, some experienced night pilots prefer to turn off the landing light during final approach and land with reference to the changing slant angle of the runway lights.

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Patterns demand more accuracy at night because there are fewer cues as to your real altitude. Use the old formula

Visual perception at night depends upon two photoreceptors in the eye: rods and cones. The cones are con-

centrated in the center of the eye, and the rods are located around the edges. The rods are far more receptive to dim light. That means if you’re looking for an air-

merge with the dark. You may never see one until driving straight into the side

While it’s good to route near highways, don’t automatically assume you can land on them if you have to, though that may sometimes be the case. Many

roads are crisscrossed by power lines that you’re not liable to see until just before impact. Highways may still be preferable for route definition because there may be airports close by.

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or it could be a large pile of rocks. If you’ve flight-planned properly and you KNOW you’re clear of all terrain, it’s probably a

WHILE IT’S GOOD TO ROUTE NEAR HIGHWAYS, DON’T AUTOMATICALLY ASSUME YOU CAN LAND ON THEM IF YOU HAVE TO, THOUGH THAT MAY SOMETIMES BE THE CASE.

of having the threshold 45 degrees behind you before turning base from a wide downwind, and plan to turn final at 350-400 feet above field elevation, just as you would in daytime. Regardless of your choice of using the landing light, monitor the slant angle of the runway lights along with altitude to help determine when to initiate the flare. Slight power-on approaches are usually preferable at night. If the runway is long enough, you can sometimes use the glassy-water seaplane landing technique of flying the airplane right down the runway with a 200 fpm descent.

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Though some things stand out at night, clouds don’t. They tend to

cloud. Climbing or initiating an immediate left or right turn may be necessary if you have any doubts about your position.

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Airplanes don’t know when it’s dark, so engine failures are no more likely at midnight than they are at noon. If you

should wind up having to dead-stick in the dark, there are two schools of thought. One is to head for a darkened area because you may assume there are no buildings there. Another is to take your chances with a landing site that has at least some lighting. Most pilots agree that you should probably fly toward the brightest area you can find, so you can at least see what you’re about to hit.

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If you’re flying into a reasonably large airport with good lighting, and visibility is limited because of haze, ask the controller to switch to high intensity. This

will dial up every light on the airport, from the rabbit to the runway and taxi lights. At uncontrolled strips, try clicking the mic five, seven or nine times to increase the brightness of runway lights.

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Finally, if conditions at your destination are at IFR minimums, resist the temptation to duck under. When

it’s dark and you’re tired, it’s too easy to drop 100 feet below minimums to avoid having to divert to your alternate. Trouble is, IFR at night is probably the worst possible time to violate approach minimums. Visibility may be marginal, and you’ll probably have less control than in daytime. The runway may be slick with rain. IFR at night adds several additional layers of uncertainty that you can do without. P&P

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Internet! BENDIXKING’S NEW AEROWAVE 100 |

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ime matters, and in today’s fast-paced world, Internet connectivity can be vital. Whether it’s a pending high-stakes business deal, checking fuel prices online or just keeping the kids entertained, there are a million reasons to stay connected during a long flight. Up until now, the options for in-flight Internet have been pretty limited, ranging from systems costing hundreds of thousands of dollars aimed at large business jets to less expensive systems based on limited-bandwidth satellite networks. Some of these networks, such as the Iridium satellite system, were originally designed for earlygeneration cellular technology and can’t deliver the kind of speed that today’s applications demand. Select a data plan and read the fine print for most of these systems, and you’ll quickly learn that even the cheapest options can still be absurdly expensive—even for very modest data volumes. The new AeroWave 100 from BendixKing aims to change all that as the first in a line of products envisioned to bring affordable in-flight Internet to the aviation masses. Signal delivery is satellite based with global coverage throughout three primary areas: the North and South Americas, and the European and Asia Pacific regions. With a bandwidth of up to 200 Kbps, the system delivers 3G speeds while in flight. That’s fast enough for emailing, “light” web browsing, text messaging and voice over IP. A 1 MB file can even be downloaded in less than 30 seconds. FaceTime is also possible if you can handle minor continuity glitches. The system also allows email attachments, which is a new capability for most aircraft-based systems. There are no limits on the number of users in the aircraft, although the system will work best with one to three users online at the same time. Installation requires three boxes along with a fuselage-mounted antenna that’s only slightly larger than a typical GPS antenna. The total weight of the installation is right around 15 pounds, and at most, it only requires 80 watts of 60 PLANE & PILOT planeandpilotmag.com

BY J OHN HAYES

power. The typical power draw is considerably less at around 45 watts. The system is DO-160 certified, and the installer will perform an EMI test as part of the installation procedure to ensure that there’s no interference with the aircraft’s avionics and navigation systems. The signal is delivered via a single RJ45 port into the plane. Customers can choose how to distribute the signal from there—either through wired ports or via a wireless router. Although there are a few STC-approved routers available for permanent installation, they tend to be quite expensive. So, another option that most Part 91 customers will probably choose is to simply plug a router in as a removable device to avoid the certification requirements needed for permanently installed equipment. This option gives customers the freedom to pick up a simple, inexpensive router from pretty much any electronics supplier. That saves cost and makes it easy to swap units should one die (and that does happen every once in a while). As with other portable devices, it will be up to the Part 91 operator to ensure that the unit does not interfere with the aircraft systems. Also new is the structure of the data package. Unlike most plans, charges will be based on an annual hourly basis rather than on the amount of data consumed. The lowest plan will be aimed at owner-operators with an hourly limit of 150 hours/year. Higher levels will set The AeroWave installation includes three boxes and an external antenna only slightly larger than a typical GPS antenna. The antenna is a small hockey-puck shape positioned between the Com antenna and ELT blade. Multiple users can connect wirelessly throughout the cabin.

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Courtesy Bendix/King


WorldMags.net

Courtesy BendixKing

Jessica Ambats

the annual limit at around 300 and 450 hours—perfect for heavier business use. The program is brand new, and BendixKing is still working out pricing for the plans, but their goal is to make it much lower than other competing options. Suffice it to say that it won’t be competitive with a typical home service plan, but it aims to provide the best bang for the buck when it comes to airborne service.

With a base price of $19,999 for the hardware plus the price of individual aircraft specific “installation kits,” the AeroWave 100 is aimed at the turboprop and light jet market. However, BendixKing has a long-term vision to eventually expand the product line to push the technology into the piston world. A long-term goal is to become the key supplier of Internet pipeline services for the GA world. So, when can you get it? The good news is there’s limited availability right now. Two fully certified test airplanes (one a Citation Mustang) have been flying for about a month, and the very first customer airplanes should begin rolling out of the shop shortly. The data plan details should be released, and a new amplified antenna system will be ready for delivery during the second quarter of this year. BendixKing is working hard to build their reputation as an on-time supplier and meet all of their delivery date commitments. They believe that affordable, high-speed, in-flight data delivery will be a game changer for GA, and it just might change the way we look at business travel, and maybe just GA travel, forever. P&P

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WorldMags.net BY JOHN RULEY P&PTechTalk Adventure Pilot iFly GPS For iPad And Android Full-featured GPS moving map and an electronic flight bag app for tablets

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our years ago, Adventure Pilot launched the first in their iFly series of handheld moving-map GPS devices. Since then, they’ve steadily improved the feature set, but found themselves competing against apps offering similar capability on off-the-shelf tablets. Last December, they responded by offering an app that basically provides the complete iFly feature set on an iPad. Version 8.1, which I tested on an iPad 2, expands the feature set and supports Android-based tablets, as well. Installationisextremelysimple—download the app from Apple’s iPad App Store, and on start-up, you’ll be prompted to select VFR or IFR and which states you want to cover. I selected California and Nevada, which required 417 MB. The entire U.S., including Alaska and Hawaii, would have required 8.1 GB. You’ll want to be on a Wi-Fi connection as downloading that data can take quite awhile otherwise. Once the data is downloaded, the app will start in its default map mode, which is capable of displaying digitized sectional terminal area and world area charts, plus a

proprietary vector chart format and a vector-based weather mode (when connected to the Internet or a compatible ADS-B receiver). IFR users can also display instrument procedures, airport diagrams and low-altitude en route charts. Adventure Pilot uses a proprietary process to enhance digitized charts, which increases their contrast and uses color to highlight special-use airspace. All charts are georeferenced, so you can expect to see GPS-based aircraft position displayed properly. Across the bottom of the map are a series of buttons. Tap “Flight Plan,” and a simple form pops up in which you can enter a departure, destination and optional waypoints (“rubber-band routing” is also supported from the map view). A “Set Altitude” button displays a profile view showing terrain and special-use airspace along the route. Altitude selection is done using “Raise” and “Lower” buttons that are intelligent—single taps give you 50-foot changes, while holding down the buttons give you larger changes. The “Airspaces” button previews any

special-use airspace along your route. Most handheld GPS moving-map devices offer a simulator mode, so you can preview a route or experiment with features while safely on the ground. I’ve missed that on other iPad moving-map apps, but iFly has it—hidden under the Menu J About buttons. Once simulator mode is started, a set of buttons lets you increase or decrease altitude, airspeed and heading. I found this extremely useful while writing this review as the local weather (including embedded thunderstorms) wasn’t suitable for flight-testing. An “Instrument Group” button allows

iFly GPS enhances sectional (and other) charts to increase contrast and highlight hazardous terrain.

iFly GPS can display weather from the Internet or ADS-B (with a compatible receiver). 62 PLANE & PILOT planeandpilotmag.com

you to customize the display with simulated instruments, including a horizontal situation indicator that shows how far you’re off the desired track, and—if a compatible attitude source is available— an attitude indicator. You can also switch from map mode to a simulated instrument panel that shows GPS-based ground speed, altitude, vertical speed and turn indicator; this could be a life-saving backup for instrument pilots in case of a combined electrical and pitot-static failure. The “NRST” button brings up a list of

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airports near your current position, which is one of several ways to display iFly’s built-in Airport/Facilities Directory (A/ FD) data. It goes beyond what the FAA publishes in paper A/FDs with a feature called Real View that shows enhanced satellite imagery of the runways. What’s missing? As someone who periodically flies to Mexico, I was disappointed

VERSION 8.1. WHICH I TESTED ON AN IPAD 2, EXPANDS THE FEATURE SET AND SUPPORTS ANDROID-BASED TABLETS, AS WELL. to see that coverage for Baja California isn’t included—it’s covered by paper WAC charts. Adventure Pilot’s website includes downloadable manuals (in PDF format) for their handheld GPS hardware, but not for the app. While I found the iFly GPS generally intuitive, a downloadable reference that can be searched and studied without a live Internet connection can be extremely useful to pilots. A company representative told me that both an updated manual covering the app and online videos showing how features work should be available soon. The app also lacks highaltitude IFR en route charts, which are essential for turbine pilots, and while its flight planning capabilities are impressive, iFly doesn’t provide a method to get a full FAA weather briefing or file a flight plan. That said, my experience with iFly GPS was generally quite positive. I’ve been impressed by Adventure Pilot’s handheld GPS moving-map hardware, and I’m glad to see the same capability made available to iPad and Android tablet users. I hope the people at Adventure Pilot will continue to add features and improve the app. A 30-day free trial is available when you download iFly GPS (from Apple’s iPad App Store or Google Play, respectively for the iPad and Android versions). After that, a data subscription is required—$69.99 per year for VFR only or $109.99 per year for IFR/VFR coverage. Pilots who own more than one device can pay an extra $19.99 per year for a subscription covering up to three. The app is compatible with a wide range of external hardware, including GPS and ADS-B receivers and attitude/heading sources. Browse www.ifly.adventurepilot. com for more information. P&P

planeandpilotmag.com In addition to sending letters and emails, you can also comment on P&P articles at planeandpilotmag.com

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Jobs&SCHOOLS BY MARC C. LEE WorldMags.net Kansas State: Affordable Excellence

A world-class UAV program, Beechcraft fleet and small class size make K-State a standout

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eadlines across the media have recently focused on the shortage of regional airline pilots. One of the reasons cited for this shortage is the exorbitant cost of getting an aviation education paired with earning the required ratings to step into a professional cockpit. While that’s true of many of the well-known aviation academies, Kansas State University in Salina, Kan. (“K-State”), offers several aviation degree programs that undercut these others by a wide margin. In fact, K-State offers one of the most affordable and respected aviation programs in the country. If that weren’t enough, K-State was one of the first two academic institutions in the country to offer an unmanned aerial

vehicle (UAV) program and is one of the few to offer a Bachelor of Science degree in unmanned aircraft systems. K-State Salina’s proximity to accessible restricted airspace creates an ideal setting for students to learn to fly unmanned aircraft. It’s also one of only a few universities with authorization to fly UAVs in the National Airspace System. The university has been on the forefront of UAVs and has established operational guidelines, policies and training procedures to operate unmanned aerial systems in the skies above Kansas. Heather Wagoner, Marketing and Communications Director for K-State Salina, tells us that the school’s UAV program has created a keen interest in its graduates. “Lots of companies are coming

to us to do UAV research,” she says. “And it is a constantly growing piece of our aviation program.” Wagoner added that while most universities conduct operator and sensor training via simulation, K-State takes the hands-on approach. Students begin with Unmanned Aircraft Systems (UAS) simulation and manned flight training. By the third semester, students are in the field gaining practical experience flying both vertical takeoff and landing (VTOL) UAS and primary UAV trainers. Students assume various team roles as UAS crew members, and in launch and recovery operations. By their junior and senior years, students have acquired numerous hours of actual UAS flight time and begin operating

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Kansas State was one of the first academic institutions in the U.S. to offer an unmanned aerial vehicle program. Students can pursue a Bachelor of Science degree in unmanned aircraft systems. larger-scale/longer-duration UAVs such as the Aerosonde and Penguin. During their senior year, students apply their experience to live UAS flights in the protected airspace of the Smoky Hill aerial weapons range and Fort Riley. If manned aviation is your interest, K-State Salina also offers a rich variety of aviation majors and career tracks. Avionics, Airport Management, Maintenance and a Professional Pilot track are just a few of the many aviation programs at K-State. The university boasts three instrument runways adjacent to campus (one is 12,300 feet), a stateof-the-art Canadair Regional Jet simulator, an operational dispatch center, an aviation maintenance training hangar, and modern classrooms and labs. K-State student pilots have the unique opportunity to fly right seat in the school’s turboprop King Air C-90 as part of a jet-prop transition course and the university’s transportation program. In October 2013, Kansas State University Salina received authorization from the Federal Aviation Administration to certify graduates who are eligible to apply for a restricted Airline Transport Pilot (ATP) certificate. This means K-State aviation major graduates who complete at least 60 hours of aviation coursework only need 1,000 hours of flight time to be hired by a regional carrier (as opposed to the 1,500-hour standard requirement). Since most K-State graduates also instruct at the school after graduation to build hours, this certification means graduates can apply to regional airlines sooner, giv-

ing them a higher seniority number and culminating in a higher earning capacity over the span of their career. “A lot of regional airlines actively recruit our students,” said Wagoner. “In fact, our aviation program is usually full.” K-State boasts a 97% post-graduation job placement rate for the last five years and offers a full complement of financial aid options including extensive veteran’s benefits, grants and scholarships. K-State Salina graduates have been placed with American Airlines, American Eagle, America West, Continental Express, Southwest, United and Vanguard, and the school has partnerships with American Airlines, ASA, Mesaba Airlines, Sea Port Airlines, Hawker Beechcraft, Cessna and Bombardier Learjet. “We have a pathway program with Express Jets that’s a little over a year old, and they have hired 14 of our graduates so far,” added Wagoner. From an affordability aspect, Kansas State University’s aviation program is tough to beat. For example, a student pursuing the Professional Pilot bachelor’s degree can expect to pay $33,226 total instate tuition for all four years of school plus fixed-wing flight costs of about $42,017 for all ratings through CFII. Adding in extra fees and miscellaneous items, a four-year aviation degree with all the ratings necessary to get a job as a professional pilot will cost a K-State student about $81,683. Another K-State advantage is the small and personalized feel of the school’s aviation program, with only about 250 students enrolled at a time. K-State believes in getting aviation

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students into the sky as soon as possible. Wagoner tells us that new students begin flying within two weeks of the start of semester. K-State also offers unique addons like tailwheel and upset training, mountain flying and a glider rating. A rotary wing program is also available for those interested in helicopters. A big differentiator among aviation universities is K-State’s diverse fleet of training aircraft. In addition to the requisite 20 Cessna 172s (many G1000 equipped), K-State has two twin-engine Beechcraft Barons, six Beechcraft Bonanzas and a King Air C-90. From a fun-to-fly perspective, you can’t get much better than the Beechcrafts. For convenience, the campus and dorms are adjacent to the airport, so students can walk home from their aircraft. With a small class size and 1.2 million square feet of ramp area, crowding is never a problem. Though learning to fly will never be inexpensive, institutions like Kansas State are a rare find in that they combine affordability with quality training. Anyone pursuing a path in the cockpit should give K-State Salina a close look. At a fraction of the price of more expensive options, students can click their heels and be glad that they’re in Kansas, after all. P&P planeandpilotmag.com JUNE 2014 65


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www.planeandpilotmag.com/pilottalk/x-country-log/theres-a-new-bear-intown.html Bill Cox has been ying with dogs for nearly as long as he has been ying, about 45 years. Like many other pilots, he has consistently reserved backseat space for a series of four-footed friends. Kenai, his Siberian Husky, makes a wonderful addition to his ight crew.

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world of the Judean Desert, over which Rick Durden’s airplane had been cruising for the last 15 minutes. Durden ew over Israel in a Cessna 182RG, and found himself in awe as he tried to process the country’s small size and absorb its rapidly changing landscape.

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to tell somebody about,â€? he says with a chuckle, “but when I get into that airplane, I’m that kid in the big candy store for the ďŹ rst time. I’ve never had a ight in a Pitts I haven’t loved.â€? We go for an aerobatic ight with Bill in his Pitts.

Aviat Pitts S2C www.planeandpilotmag.com/aircraft/ pilot-reports/pitts/the-complete-corkscrew-pilot.html The affable, energetic Bill Finagin describes mounting up in his favorite aerial steed— the Pitts S2C. “It’s a difďŹ cult relationship

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planeandpilotmag.com JUNE 2014 69


WorldMags.net BY PETER KATZ NTSBDebriefer More Alerts For GA Pilots No matter how extensively you test on the ground, the proof comes in the air

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f your auto mechanic doesn’t get something quite right when making a repair to your vehicle, chances are good that you’ll survive. Even if you’re zooming along the highway when you discover that a fix wasn’t effective, you’ll likely be able to pull over and come to a safe stop (unless it was the brakes that were supposed to be fixed). With airplanes, however, your options for remedial action are more limited when mechanical problems surface. Pilots are wise to add extra preparation to the mix when preparing for an aircraft’s first flight after maintenance. More attention than usual may go into the preflight, run-up and selection of an after-takeoff emergency landing site. When the first flight after maintenance ends in an accident, the NTSB is called upon to investigate.

Cessna 210 A Cessna 210 slid off the runway during a landing with its main landing gear partially extended at Henderson Executive Airport, Henderson, Nev. The ATP-rated pilot was the only person on board and wasn’t injured. The airplane was substan-

70 PLANE & PILOT planeandpilotmag.com

tially damaged. It took off from Henderson and had been airborne for about 45 minutes. Visual conditions prevailed for the Part 91 flight. The pilot told investigators that the post-maintenance test flight was to confirm that the landing gear retraction, extension system and flap activation system functioned properly. The hydraulic system had undergone maintenance. After takeoff, the pilot retracted the landing gear. After the gear was fully up, he selected gear-down. The gear started to extend, but only made it part of the way down. He then tried to recycle the gear to the up position, but it remained down, and both main gears remained partially extended. The pilot then tried to pump the main gear down using the emergency extension hand pump. That didn’t work, and the pilot also found that the flaps wouldn’t extend. The pilot advised ground personnel of the problem, and the airport emergency equipment was deployed for a landing attempt. The pilot touched down with the nose gear fully extended and both main gears in the partially extended position.

The airplane eventually slid off the side of the runway and came to a stop on uneven terrain. The airplane’s owner originally brought it to the maintenance facility because of a hydraulic leak. During troubleshooting, it was determined that the hydraulic power pack wouldn’t operate the flaps with the airplane’s engine running, and the emergency extension gear handle had excessive pressure against it after the engine was shut down. The hydraulic leak itself was traced to the overflow vent line from the power pack. The hydraulic power pack was replaced with a used unit. Both a normal landing gear swing and an emergency gear extension check were conducted. During the testing, leaks were found at the hydraulic pack fittings. They were fixed by installing new seals in the fittings. After the airplane was removed from the jacks, an engine ground run was performed in order to test the engine-driven hydraulic pump and operation of the flaps when powered by engine-driven pump hydraulic pressure. Then, the airplane sat for a couple of days to confirm that there were no hydraulic leaks. The airplane was then taken up for a test flight. The landing gear retracted and the flaps operated normally, but the gear didn’t fully extend. The pilot extended the gear using the emergency extension hand pump and landed uneventfully. Then, the hydraulic pump was replaced with an overhauled unit. The gear and flap systems tested satisfactorily on the ground. After that, the airplane went on the accident flight. The hydraulic pump from the accident airplane tested satisfactorily. Although the hydraulic pack functioned properly in bench testing, there were discrepancies including valve leakage and wear, deformed O-rings and a fine black residue on some components. The NTSB determined that the probable cause of this accident was an undetermined failure of the hydraulic power pack to fully extend the main landing gear through both the normal and emergency systems.

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Convair CV-580

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A Convair CV-580 crashed while attempting to return to the Rickenbacker International Airport (LCK), Columbus, Ohio. The flight had just departed from runway 5L at LCK. The captain, first officer and an observer received fatal injuries. The Part 91 post-maintenance check flight was to end at Mansfield Lahm Regional Airport (MFD), Mansfield, Ohio. The airplane was on an IFR flight plan in visual conditions. The airplane had been in for maintenance checks, which included flight control cable rigging. At noon local time, the flight received its takeoff clearance, and the takeoff roll began at about 12:03 p.m. At 12:04, the crew contacted ATC and stated they needed to return. They were cleared to land on runway 5L. The controller asked the flight if emergency equipment was needed. The response was, “Negative.” At that time, radar indicated the airplane was midway along in the downwind, at about 900 feet AGL. The ground speed was 171 knots. When turning to base leg, it had descended to about 187 feet AGL at 196 knots ground speed. The impact was about one mile southwest of the runway at about 12:06. As part of the accident investigation, the elevator pitch control system was inspected. It was determined that the elevator pitch trim cables had been reversed, so that when the crew was trimming for nose-down, nose-up trim was being applied, and when they were trying to put in nose-up trim, the elevator trim system actually applied nose-down trim. The NTSB determined that the probable cause of this accident was the improper (reverse) rigging of the elevator trim cables by company maintenance personnel and their subsequent failure to discover the misrigging during required post-maintenance checks. Contributing to the accident was the captain’s inadequate post-maintenance preflight check and the flight crew’s improper response to the trim problem.

A mechanic who overhauled the engine reported that the pilot-rated passenger asked him if he’d fix the flat nose gear strut, and that he replied it would take at least a day to complete the repair. The owner told the mechanic that since he planned to fly the airplane to Ohio later that week for a corrosion inspection, he’d have it fixed then. He said that in the meantime, he’d fly with the landing gear extended because he was concerned the gear would get stuck in the nose well. As a temporary fix, the mechanic used shop air to inflate the nose gear strut. During the preflight inspection on the

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Cessna 310 A twin-engine Cessna 310 was substantially damaged during a crash near Stotts City, Mo. The commercial pilot and the pilot-rated passenger were fatally injured. The Part 91 flight originated from the Monett Regional Airport (HFJ), Monett, Mo., and was headed to a private airstrip in Miller, Mo. Night visual meteorological conditions prevailed. According to a witness, this was the first flight with a newly overhauled right engine. He said the pilots had originally planned the flight two days earlier, but postponed it because of discrepancies.

day of the accident, the pilots noted the nose gear strut was flat again, and there was another discussion about keeping the gear extended for the flight. The two pilots boarded the accident airplane, started the engines and taxied toward the runway. The airplane stopped on the taxiway, and the engines were run-up three or four times. The pilots then taxied back to the hangar and shut the engines down. One said the right propeller wasn’t “feathering” and needed to be fixed. The mechanic was phoned and asked to come out to the airport. The mechanic said he was told that the right propeller control lever wasn’t mov-

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planeandpilotmag.com JUNE 2014 71


NTSB (from page 71)

LET ITROLL WorldMags.net (from page 23)

ing smoothly, and there was no mention that the propeller wasn’t feathering. The mechanic asked one of the pilots to move the propeller control lever in the cockpit through its full range of travel. The mechanic said the arm on the propeller governor moved smoothly from stop to stop as the lever was moved. He told one of the pilots to adjust the friction lock for the lever, which eased the tightness of the lever. He also noticed the nose gear strut was flat again. After the accident airplane departed, a witness took off in another airplane with the intent of following the 310 to Miller. He said that he established air-to-air radio contact with the other pilots and made visual contact. He said that the pilotrated passenger radioed that “fuel or oil” was coming out of the right engine. The pilot-rated passenger subsequently radioed that they were losing oil pressure and were returning to Monett, followed by, “We shut the engine down.” The witness responded, “Okay, I’ll follow you.” The witness said he could see the airplane losing altitude and advised them that Interstate 44 was one mile ahead. The pilot then announced they were going to land on the interstate. The witness said he saw the light on the accident airplane’s nose gear illuminate the trees in front of them. Then the nose of the airplane pitched up, rolled slightly to the right, and then pitched forward, followed by flames and a fireball. Examination of the right engine revealed the oil filter adapter wasn’t properly assembled or adequately secured to the engine. The NTSB determined that the probable cause of this accident was the pilot’s failure to maintain airplane control after he shut down the right engine in flight due to a loss of oil pressure. Contributing to the accident was the mechanic’s improper assembly and installation of the right engine’s oil filter adapter, which resulted in a loss of oil to that engine. P&P

Peter Katz is editor and publisher of NTSB Reporter, an independent monthly update on aircraft accident investigations and other news concerning the National Transportation Safety Board. To subscribe, write to: NTSB Reporter, Subscription Dept., P.O. Box 831, White Plains, NY 10602-0831.

planeandpilotmag.com In addition to sending letters and emails, you can also comment on P&P articles at planeandpilotmag.com

72 PLANE & PILOT planeandpilotmag.com

When Greenland came into view, the view was spectacular. We were cruising at 40K, but it felt much lower because of the way the severe clear air defined the mountains and glaciers. We made our approach into Reykjavik just after sunset and were met by friends Thorgeir Palsson and Arngrimur Johannson. Thor is the former head of Iceland Civil Aviation Authority, and I first met Arngrimur when he flew his Air Atlanta 747 into Oshkosh, and unloaded not only a group of visitors, but a Piper J-3 and a modified Pitts, and sat them under the Jumbo Jet for the week. What a true aviator, I thought! Arngrimur had invited me to Iceland several years ago to fly a show for the opening of a new Terminal at BIRK, and I discovered a friendly and vibrant aviation community on this small island. Since then, he and others have started a beautiful Aviation Museum (www.isavia.is/english/ airports/akureyri-international-airport/ icelandic-aviation-museum/) in Akureyri, and we flew up for a wonderful tour. One of my ferry pilot friends suggested stopping at Far North Aviation in Wick, Scotland, for fuel and to see his friend Andrew Bruce, so we departed for EGPC after a couple of days in Reykjavik. Andrew runs the FBO, and is the Customs and Immigration agent and a one-man PR agent for the airport. He took great care of us and sent us on our way to Rome, LIRA. From EGPC to LIRA, I flew right seat. Flying in the EU isn’t like flying in the U.S. I entered 48 waypoints to LIRA, a trip of about 1,400 nm. As I started loading them in the GPS, it made no sense to me that we weren’t going more direct, but then realized that flying across so many borders was a political navigation rather than geographical. Yet another reason that flying in the U.S. is so much easier than anywhere else. Again, we lucked out with weather, and while I’ve flown in Europe before, seeing the full length of the Alps come into view was pretty spectacular. As soon as you cross the southern border of the Alps, the air changes into warmer hues, and you know you’re in Italy. After landing in Campion, friends played a part in our journey again. My aerobatic student Stefano recommended an “insider” restaurant in Rome, and my friend Michelle Bassenesi, a flight instructor from Rome, met us for dinner at Restaurante Roscioli. It was superb! The next morning we took off, again in perfect weather, for Alexandria, Egypt

(HEBA). The people there were nice enough, but they made it clear we were to leave ASAP and that they didn’t allow overnight stays. After some pleading, the women were allowed to use a restroom. We took off for Djibouti (HEBA) in the late afternoon on our longest leg. We had great views of the Nile Delta, the Sinai Peninsula and the Red Sea, but the rest of the trip was in darkness over Sudan, where we didn’t see any lights on the ground for most of the trip. Landing in HDAM, friends helped us again with transportation to and from our hotel. Djibouti is wedged between Eritrea and Somalia, and a short distance across the Gulf of Aden from our friends in Yemen. I was glad that Richard Spencer had given us each the Smart 24 service from Global Guardian (www.globalguardian. com). We downloaded the apps on our cell phones, tracking our positions constantly. The best feature, of course, is the panic button, should “anything” happen (kidnapping?). When it comes time to discontinue the app, I’m going to miss the feeling of security it gives me. Djibouti was hot and sticky, and we were happy to take off for the next and last leg of our journey: HDAM to HKNW. As the humid air started clearing over Ethiopia and on into Kenya, we crossed the equator near Mt. Kenya, and I recognized the tea fields and the red dirt that I’ve committed to memory after many visits to this beautiful country that’s one of my favorite places. Landing at Wilson, we were met by an old friend, Capt. Ibrahim Ogle, the Deputy Director of the KWS. He helped us through immigration and took us to the East Africa Aero Club, one of the great places for aviators in Kenya (www.aero clubea.com). We’d fly a KWS Caravan to Tsavo West, where we’d spend the week flying Super Cubs and Huskys with the KWS pilots. Flying privately to Kenya was interesting in so many ways. Jet lag is gentler when you only lose an hour or two a day. The brother/sisterhood of aviation is worldwide, and when people help you along the way, there’s no hidden agenda and nothing expected in return. The trip gives you a broad sense of how aviation operates in so many different countries, and makes you realize how much easier it is to fly in the U.S. where it’s the least restrictive of anywhere in the world. We have a freedom that no one else has; respect it and fight for it. And, while you’re at it, if you’re not already a member of AOPA, join. Help them keep up the fight to protect our freedom before we lose it. P&P

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GRASSROOTS (from page 74)

Maybe the purpose of TFRs, in the case of a VIP visit, is to keep press helicopters at bay in addition to keeping bug smashers on the ground? That might make some sense. So, maybe security from an attack from above isn’t the primary function of the TFR. I’m assuming there are some pretty smart dudes in charge of developing such measures, but try as I may, I can’t see the logic. All the time the VP was ensconced in his little bubble of VFR serenity, there was a constant stream of IFR birds, from Cirrae (that’s the plural, isn’t it?) to Gulfstreams, overhead, either inbound or outbound, but apparently, because they were on a known ight plan, they weren’t seen as a threat. Come 11:05 a.m. on Sunday when the TFR was supposed to be off, I’m in my bird with my very patient student and tune into ATIS, â€œâ€ŚVFR ight prohibited for an indeďŹ nite period...â€? What? A call to Ground says they haven’t gotten the release yet and won’t until the VP leaves the area, but he’s running late. We go to

LIKE IT OR NOT, WE WERE OFFICIALLY STUCK IN TFR HELL. lunch, I’m checking ATIS by cell phone (what an incredible convenience!), and the TFR doesn’t disappear until an hour and a half later. Finally! Incidentally, I pity anyone who ew into KSDL for an overnight stay and then found they couldn’t leave for nearly two days. Maybe there was a provision for special VFR departures, but if so, I didn’t hear about it. My real complaint about pop-up TFRs is that I’m a small-time ight operator, and when I lose two-and-a-half days of ying revenue, that’s signiďŹ cant. Then, I think about other tales I’ve heard like the biplane tour rides grounded on Martha’s Vineyard during a presidential vacation. I’m betting the same thing hits the tour and ight training businesses in Hawaii when any of the administration is over there. Everywhere the president and VP go, a dark pall of aerial inactivity descends on local VFR ight operations, and they start losing money. This is a big deal. It’s one thing to inconvenience the sport iers. It’s something entirely different to bite into a small business’ revenue stream. Obviously, there’s a legitimate reason for TFRs to exist, but more thought should be given to some of them in terms of the effect they have on us little guys. P&P

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planeandpilotmag.com JUNE 2014 73


WorldMags.net BY BUDD DAVISSON GrassROOTS TFRs And The Little Guy I’m not sure of their purpose, and “they” aren’t aware of the effects

M

y student was from England. The first hop of the day was normal: from calling ATIS to flying the flight, nothing unusual. The second hop, just after noon, however, was definitely not normal: Hidden in the NOTAM language of the ATIS was the usual verbiage that I only half listen to. Obviously a mistake. This time, it was something about, “Closed to VFR…yada yada…1730 hours local...yada yada…until mumble mumble hours…Sunday yada yada.” Hmmm! I assumed they were doing some runway resurfacing or something at night. Boy, was I ever wrong! I started to taxi when I remembered part of what the ATIS said. It said the shutdown started that evening, and the end date was three days away! Wait a minute! I replayed the ATIS. Whoa! It said the airport would be closed to VFR traffic from 5:30 that afternoon and wouldn’t open until 11 a.m., three days away. Zowie! Turns out that the

vice president was attending a fund-raiser not far away, and there would be no VFR flying until he left. Like it or not, we were officially stuck in TFR hell. The NOTAM caught me totally by surprise and the ground control guys, too. None of us knew it was coming. I scurried around on the phone trying to locate hangar space on another airport, so my student wouldn’t waste two-and-a-half days, but there just wasn’t enough time to make it happen. So, we sat around on our hands, him having spent a lot of money to get here from England, me losing money every minute we were on the ground. More important, his time window to learn the intricacies of flying my little airplane so he could fly his own when he got home, was rapidly closing, and he was going to have to leave. This was just not right, and it got me thinking about the TFR thing in general. First, to be perfectly honest, other than

being grounded twice by TFRs (the other one gave us warning) and having to work around them for desert fires, I know nothing about them other than their effect on local flight operations. I’m assuming they exist to create a protective dome over events, activities and persons of interest. In theory, this is a logical thought, but it has some unintended consequences. Let’s look at this specific TFR. It was centered on the vice president, who happened to be staying just a couple of miles from KSDL, so the TFR area overlapped us. I’m assuming the purpose of TFRs, in general, is to eliminate the little airplane threat, although I’m not certain what that threat may be. However, this TFR didn’t touch a much busier airport that was only a couple miles farther away. Were they afraid that a C-152 loaded with cherry bombs was going to take off from our airport because we were closest, but not the other field? Also, why ground VFR traffic only? Does that mean that suicidal bad guys don’t know how to file an IFR flight plan? I’m pretty sure that’s not the case. Plus, if I were willing to fudge a few facts, I could file a fraudulent IFR flight plan even for my little biplane and take off with the big guys. Of course, when off the ground, I don’t know what I’d do. And I’m not sure what kind of threat I’d represent. When we have a forest or desert fire here, I can fully understand the purpose of a TFR. Those encircle the area of operations for the fire-fighting birds (which is pretty impressive to watch, by the way!). They keep the air sterile so the air boss doesn’t have to worry about lookie-loos or transiting traffic while he’s calling in slurry bombers. Was there a bevy of choppers hovering around the vice presidential party for two-and-a-half days, and they needed the airspace? I didn’t see any, but then, I wasn’t looking, either. I can also understand TFRs over things like the Super Bowl. Keeps curious flying folks away and lets Homeland Security monitor suspicious air activity over a prime terrorist target. This, of course, presupposes they can respond to a threat in time. (to page 73)

74 PLANE & PILOT planeandpilotmag.com

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