1 - mmopa

Transcription

1 - mmopa

-
1
Nashville 1997
A Huge Turnout and An
Overwhelming Success
ith Over 325 Attendees
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UNVEILS
THE NEW
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CONTACT-US
VISIT OUR WEBSITE
L We'll show vou.
http:l/www.harbornet.comlspoiler~/index.htm~
package tailored to the Piper Malibu, please call:
Editor
Sy Weiner
~K~IDEN
CORNER
T ' S - DAVIDCOATS
THANKS
TO OURCONVENTION
SPONSORS
WEAR'N TEAR/ CORROSION
- DAVECONOVER
- KEVIN
hrlEAD
FUELINJECTIONSYSTEMS
THEMALIBUAND SINGLE
ENGINE
PART135 IFR - JOHN FOSTER
MALIBUS
ACROSS
THE ATLANTIC
- MURDOCH
T. CAMPBELL
FLYING
- BOBSCOTT
F u m LOGIC
THANKS
TO ALLOF OURNASHVILLE
VOLUNTEERS
MaMOPA HEADQUARTERS
- HEATHER
BLANCHARD
FROM
THENASHVILLE
CONVENTION
IN PHOTOS
CHECK-IN
- MEMBERS'
COMMENTS
MALIBU
TO MEXICO
- NEVIN
WAX
MALIBU
TRIVIA
Q & A - LESTER
KYLE
ELIMINATE
MOISTURE
UNDER
THE HOTPLATE
- DAVE
COATS
MELMFACTS- SYW m
MaMOPA OFFICERS
AND BOARD
OF DIRECTORS
RECOGNITION
OF THE CONVENTION
AUCTION
DONORS
ADVER'ITSING
RATES
CALENDAR
TRAINING
UPDATE
I nr.
JET C K U L ~ K
PAGE
53
NEWPPERARM,
INc.
PAGE
12
OXFORD
AVIATION
PAGE
38
WEST INSURANCE
PAGE
20
PLATUSBUSINESS
AIRCRAFT
L m
PAGE
4
PLAsTEcH C~RPORATI~N
PAGE
33
PROPESSIONAL
INSURANCE
MANAGEMENT
INSIDE
BACK
COVER
SHAW
AVIA~O
INSURANCE
N
PAGE
30
SKYTECH,
hc.
PAGE
28
SPOILERS,
kc.
FRONT
COVER
INSIDE
VISIONARE
CORPORA~ON
PAGE
16
VK LEASING
PAGE
10
WESTAIR,INc.
PAGE
24
THEM w e v M l m o ~
OWNERSAND PILOTS
ASSOCIATION
APPRECIATES THE SUPPORT
PLEASEWE THEIR SERVICES WHENEVER POSSIBLE
TELL THEM YOU SAW THEIR AD IN THE MAUB~MIRAGE
MAGAZN
IE.
OF ITS ADVERTISERS.
AND
1821 Wright Drive
Daytona Beach, Florida 32124
(904) 761-0834 Fax (904) 761-0745
Send all publishing Inquiries,
manuscripts and photos to the Ednor,
who is responsible for reviewing all
submissions and content.
Publisher
The Jemar Company@
Post Office Box 460
Valdosta, Georgia 31603
Shipping address:
3488 North Valdosta Road 1 Ste 200
(912) 244-1568 Fax (912) 244-2604
ernail: JernOps@worldnet.att.net
Officers & Directors
Dave Coats
President & Board Member
(903) 561-1594 Fax: (903) 535-6179
Me1 Rushton
Vice President and Board Member
Mark Swatek
Secretary/Treasurer & Board Member
Bill Alberts
John Foster
Board Member
Board Member
Russ Caauwe
Larry Lee
Board Member
Board Member
Sy Weiner
Ex-Officio
Executive Director
Heather Blanchard
1937 Grape Street
Denver, Colorado 80220
(303) 399-1440 Fax (303) 394-2539
Headquartersamail:mmopa9aol.com
DISCLAIMER
The comments, articles, stories, letters
and lnformatlon contained Inthis magazine are the personal opinions of the
writers and are not and are not t o be
construed t o be- offlclal policy o r commentary of the Mallbu.Mlrage Owners
end Pilots Association.
-
Nelther the Association nor Its directors,
M c e r s nor the publisher glve any official
sanction to any articles, stories, letters or
Information contained herein.
THE PILOT IN COMMAND IS RESPONSIBLE
FOR THE SAFE AND PROPER OPERATlON
OF HISMER AIRCRAFT AND IT IS THE RESPONSIBILITY OF THE PILOT IN COMMAND
TO OPERATE THAT AIRCRAFT IN COMPLIANCE WITH THAT AIRCRAFT'S PILOT'S
OPERATING HANDBOOK AND OTHER
OFFICIAL MANUALS AND DIRECTIVES.
MaNniMinyleMagau'm
Fell 1997
Page 3
the B r i ~ i s hmade
t h e world's
greatest sport
I
I
I
utility vehicle.
PilatusAimaft Unrltad
CH-6371 Stans Switzerland
Tel4141619 62 96
Fax 41 41 619 62 24
Pilatus Budne!s#renft
Jeffco Airport
11755 Airport Way
Broomfield, CO 111021U*
Tel (303) 465-909!l
Fax (303) 465-9190
Skytech, Inc. Pilatus Ccnter
Martin State Airport
P.O. Box 4942
Baltimore, MD 21220
Tel (410)574-4144
Fax (410) 687-2927
Contact: John Foster
Denver's Cmtmnial Airport
12260 E. h t r o lTower Raad
Engkwod, CO MI12
Tel (303) 799-9993 '
Fax (303) 799-6130
Contact: Dave Domeniw
Des Moines InternationalAirport
P.O. Box 35126
Des Moines, IA 50315
Tel (515) 256-5300
Fax (515) 256-3359
Contact: Howard Gregory
1& W a n Way
Man$, GA 1341
T d (808) 44I-PCI2
k (770) 45t44326
Contad: HalSpragins
Wart+FRASPeraftHlotur~
TugcttMaaoUda.
Rua General PantalcaoTeb, 40
Sao Paub SP Brazil .
P: 04355-040
're1 5511-533-5566
v.lCanarPib2wEmtar
2380 Whitehall Dr.
4444 Aieronca St.
Boise, I D 83705
Tel (208)338-1800
Fax (208) 338-1820
Contact: AUen Hoyt
'r
- -
5511-532-4592
5511-5324925 ,
Fax 5511-533-5455
Contact: Jam-es de S o w
Site 83, Comp 30
Thunder Bay, OtWrio
P7C4T9 C;mefta
Tel ($07) 5744353
FOX (807) 938-1257
Contact: Fmk.l(alnar
, 4
1
I
David Coats
President and Board Member
David is a frustrated would-be
mechanic/modifier and enjoys working
on his plane under his mechanic's
supervision and always thinking about
modifications.
He and his wife Emily live in Tyler,
Texas and all members and any
prospective Malibu owner is welcome
to visit him and his pampered plane at
Tyler's Pound Field.
Following the flight path of Sy
Weiner, DickPershau,and Bill Alberts
as your president is going to be a
challenge for me. However, I have
little doubt that it will be met because
of the excellence in the organization
and the help of the membership.
M-MOPA has certainly matured under
the leadership of these men and we
now have an organizationthat provides
a forum for us all to become better and
safer pilots. Sy Weiner initially
envisioned this organizationbecoming
primarily a safety oriented organization
but with a lot of fun and camaraderie
added and certainly that has been
accomplished. Dickand Bill continued
this leadership and our annual conventions have each year outdone the
preceding year's convention in
parameters.
At the initial convention in Sarasota,
Florida, in 1991, there were just over
50 Malibus and Mirages on the ramp
and one TBM for display by a vendor:
SanteFe '92,lOOMalibusandMirages;
Austin '93, 135 MalibusIMirages;
Colorado Springs '94, 140 Malibus/
Mirages;Hilton Head '95,150 Malibusl
Mirages; Monterrey '96,135 Malibusl
Mirages and now Nashville '97, with
120Malibus and Mirages on the ramp.
Along with them came 25 exhibiting vendors, 165 members and
60 first-time attendees and a wide
variety of Malibus and Mirages with
various modifications and conversions including a number of Jetprop
DLXs powered bythe Pratt & Whitney
PT6A-34 engine.
Other manufacturers' products represented included the proof of concept
Vantage Jet, the new Century Jet
mockup, Socata's TBM700 and the
Pilatus PC-12. These folks have
become a big part of our annual
convention.
Piper's introduction of the PT-6A
powered Malibu Meridian mockup
was held on Thursday morning of the
convention. Next year, a flying
prototype? Wow! The future of
general aviation does indeed look
brighter. Also, it looks like we'll be
able to go faster, higher, and with an
enhanced degree of reliability of the
turbine engine.
The format of the initial academic
session consisted of an excellent list of
speakers and general forum for two
days, then tire kicking at the airport
Saturday; that was a full session for
that time and that number of airplanes.
Your annual convention today
provides for not only an outstanding
general session but also two days of
outstanding lectures and workshop
formats with a wide range of topics for
both the new MalibuNirage pilot and
a more experienced pilot. Then the
Airport session provides real tire
kicking, airplane looking opportunities
plus additional hands on workshops
and forums on maintenance and
training. Some of the meals at our
meetings have become Epicurean
delights. All of this with a great spirit
of camaraderie between owners,
vendors, trainers,and mechanics,I dare
say, more than even Sy envisioned
back in l99OIl99l.
We are all indebted to Sy and that
core group of people including our
Executive Director Heather Blanchard
for the organizational excellence. Our
Secretary/Treasurer Mark Swatek has
Continued on Page 38
MalibwMirageMagazine
Fall 1997
Page 5
FLY-IN
WAS AN ENORMOUS SUCCESS DUE IN LARGE PART TO THE
VERY GENEROUS CONTRIBUTIONS OF OUR EVENT SPONSORS. THESE
COMPANIES SUPPORT MwMOPA
THROUGHOUT THE YEAR, BUT ESPECIALLY SO AT THE ANNUAL
CONVENTION
WITH CASH CONTRIBUTIONS
THE~
T ANNUAL
H
CONVENTION
AND
TOWARD OUR VARIOUS SOCIAL EVENTS.
\I
LES
LEASING
r AIRCRAFT
LYCOMING
DERN AERO
ONAIRE
S THEY HAVE
MeMOPA IS PROFOUNDLY GRATEFUL!
fl
4m
SERVICE
Modern Aero, Inc.
We now maintain over 40 Malibuwirage aircraft on a regular basis, and many of these
people came to us from more than 1000NM away from Minneapolis. As aresult, we have
expanded our Service Department staff. In this way, we can ensure the best possible
turnaround time for our customers. We offer:
Experienced MalibuMrage
Service Technicians
Huge MalibuIMirage Parts
Inventory
800 Watts Line for Service and
Parts
TBM 700 Service Center
Parts Dept. Open 7:30 AM - 6:00 PM CST
I
TSIO-550 STC Installation Center
Radar Pod Installations
Dealer for Spoilers, Inc.
We Ship Parts, Same Day; Worldwide
.
MODERN
AERO,INC. AS1 - AEROSERVICES
14801 Pioneer Trail, Flying Cloud Airport, Minneapolis, MN 55347
Telephone: (612) 941-2595 Fax: (612) 941-0307 Toll ~ r e e1-800-937-2376
Certified Repair Station MZER 198L
l
MaliblmMirage Magazine
.
Fall 1997
Page 6
l
THEKFC- 150 AUTOPILOT
AND OTHER
MATTERS
This has been a very busy couple of
months! The recent article about the
Malibu autopilot problems seems to have
sparked a whole new range of questions.
In talking to several owners about their
autopilotproblems, I frndmyself starting
the conversation with "push the disconnect". For some reason I still get the
impression that pilots are letting the
autopilot give them a bit of a "ride"
before disconnectingthe system. If that
is not enough, I get reports of multiple
occurrences from the same aircraft!
Based on these conversations, I want to
reiterate a few points:
immensely. Additionally, the gyro setup is im-perative to achieve the proper
bank angles and gyro interface settings.
One of the first steps - once an autopilot
problem has been discovered - is to
remove the gyro and place it in a test
fixture and monitor the total system
operation on the ground.
If the autopilot is missing altitudes,
or can't hold an altitude, be careful. If
the aircraft pitches up or down when the
autopilot is disconnected, it is indicating
an out-of-mm condition. This problem
can usually be traced down to a pitch
servo with a broken trim spring. Even
the
new type of spring will break if the
IF, AT ANYTIME, THE AUTODave is Service Manager at SkyTech,
servo
is not maintained in accordance
PILOT BEGINS ANY TYPE OF
Baltimore, Maryland.
with
AlliedSignal's
recommendation.
UNWANTED EXCURSION, IT
The
recommendation
is to remove, test,
SHOULD RE DISCONNECTED. In
He has been employed in General
and
recalibrate
the
servo
and clutch
most cases that should be the last time it
Aviation maintenance since 1981,
capstan
annually.
is engaged until it is tested by an autopilot
including a stint in the avionics
technician. If the electrical signal from
installation department at Falcon Jet.
The other problem beginning to arise
the flight director is the cause of the
A 1981 graduate of the Spartan School malfunction, then it will only get worse is the servo motor itself. As the motor
of Aeronautics, Dave is a licensed A&P and you may begin to see errors in the ages, the carbon dust and normal debris
Mechanic with extensive electronics
from the motor accumulate in the motor
mechanical presentation.
background and has been directly
and cause a high start-up voltage. This
involved with PA-46 maintenance and
problem
will begin as a porpoise and
Pitch/Roll excursions can be caused
repairs since 1983.
will
cause
a lag in the servo motor drive
by many different sources and can be
until
the
electrical
error being sent from
intermittent. The pitch mode is affected
He is also a Piper Aircraft authorized
the
computer
overcomes
the internal
and interfaced with more systems (such
Service Advisor (DSA) for six states.
resistance
of
the
servo.
as GPS and pre-selectors) and can cause
some pretty abrupt changes! The
This problem will not develop
electrical interface is connected to the
overnight.
Under most conditions the
encoder portion of the altimeter. Each
annual
cleaning
will discover this before
individual line is electrically isolated
it
is
readily
apparent
in the cockpit.
with diodes to prevent erroneous inputs.
Individuals who utilize the preselector
The roll mode is very susceptible to frequently for climbs and descents will
cable tensions and the capstan (or clutch) see this first.
setting at the roll servo. Most of the roll
In short, if the autopilot does not
problems are usually associated to these
perform
properly, have it checked out as
items.
soon as possible. There are many
The third and most prevalent com- different scenarios that can cause erratic
ponent that causes problems is the flight operation. Sincethe auto-pilotis intended
director. If this unit begins to mal- to reduce pilot workload, you don't need
function, it will affect the autopilot
Continued on Page 8
1
Malibu-Mirage Magazine
FaN 1997
Page 7
Wear 'N Tear - Continued from Page 7
it to go into an unexpected maneuver at
the wrong moment. Please remember
that there are several ways to disconnect
the Autopilot.
1) PUSHTHE RED DISCONNECT
2) DESELECT THE AP BUTTON
ON THE COMPUTER
3) ACTIVATE THE ELECTRIC
TRIM ON THE YOKE
4) PULL THE AP AND TRIM
CIRCUIT BREAKER, AND
5) HOLD THE CWS BUTTON.
In my opinion the RED DISCONNECT is the first item to use simply
due to the convenience of the switch on
the yoke. However, every pilot should
be aware and familiarwith thedisconnect
methods available to them.
Wear ' N Tear Observations
In the last few months it has become
apparent that the engine mounts on the
Malibu aircraft are showing some wear.
There have been numerous reports of
corrosion and heat distress on the tubes.
Additionally, once the mount has been
subjectedto additional testing,there have
been cracks noted that have required
tube replacement. There is no easy way
to perform a complete repair with the
mount on the aircraft, so removing the
mount assembly is the only choice.
Some of the most obvious areas of
mount damage have come from the
points immediately inboard of the turbo
chargers. We have had heat shields
installed incorrectly or missing. These
areas if left unprotected will begin to
show signs of heat damage followed by
corrosion. Another problem that has
come up is the lower engine mount area
that also holds the nose gear actuator.
During routine 100 hour inspections,
this attachment is inspected and usually
retorqued. Should this bolt become
loose, it will elongate the mount
assembly which will also require
removal for repair. Aircraft that have
not been on regular 100hour inspections
tend to have this occur.
Theenginemount will usually require
1-2 weeks in a facility for repair. The
labor to remove and reinstall the engine
and the associated accessories usually
runs into 45 to 50 hours. Since this is an
area that has had an increasing number
of problems, it warrants a little extra
attention during your regular inspection
events. The most cost-effective time to
perform a complete and detailed
inspection is during an engine change
when the time to perform the inspection
is minimal.
By the time you read this article, the
annual convention in Nashville will be
history. Based on all the past conventions
I expect that everyone will have had a
wonderful time and the convention will
have been a great success!
I will be putting together the data for
the annual Service Clinic Review for the
next magazine issue. As always, please
contact me with your "wear 'n tear"
items.
Our Email address is
skytech9@mail.idt.net and our fax is
I RAINING
SPECIALIZING
IN INTENSIVE
WEEKEND TRAINING A T YOUR
LOCATION OR OURS.
(888) 7GOSAFE
@ ECLIPSE
.
Fall 1997
Page 8
(813) 822-1611
INTERNA~IONAL;IN=.
OWNERS WISHING
TO PROTECT
THEIR
INVESTMENT
SHOULD CALL
ON THE
PROFESSIONALS
AT AVEX.
I
As THE SOLE DISTRIBUTOR OF PIPERAIRCRAFT IN
CALIFORNIA
AND HAWAII,
AVEX IS DEDICATED TO
PROVIDING SALES AND SERVICE TO AIRCRAFT OWNERS, BUSINESSES AND PRIVATE PARTIES WITH BOTH
NEW AND PRE-OWNED AIRCRAFT.
SALES
OURSALES STAFF MAINTAINS A DATABASE ON AIR@RAFT
-
DATING BACK OVER EIGHT YEilRS AND I+&
EARNED A REPUTATION FOR SERVICE EXTENDING
THAT'S
LONG AFTER THE SALE IS CLOSED. MAYBE
WHY WE'RE NUMBER
ONEIN MIRAGESALES IN
THE WORLD FOR
1996.
SERVICE
AS AN AUTHORIZED PIPERSERVICE CENTER,
AVEX CAREFULLY SCREENS OUR A & h AND IA's,
ENSURING THAT YOU HAVE ONLY THE MOST EXPERI-
tel 510m782.3335
fax 510m389m2262
ENCED, HIGHLY-TRAINED PERSONNEL WORKING ON
YOUR AIRCRAFT.
SIXAVEX A&P AND IAs WHO, TOGETHER
WITH FLIGHTCRAFT,
OUR APPOINTED SERVICE CENARE READY, WILLING AND ABLE
TER IN HAYWARD,
fax 805m389m3323' --
http://aso.solid.com/avex m a ,
TO HELP YOU MAINTAIN THE VALUE OF YOUR ASSET.
SO IF YOUR MALIBUMIRAGEIS DUE FOR SERVICE OR IF YOU'RE INTERESTED IN BUYING OR
W L L I N G ONE, NO ONE IS BETTER ABLE TO SERVE
YOUTHAN AVEX IN CAMARILLO
AND
FLIGHTCRAFT
IN HAYWARD.
GIVEUS A CALL.
Piper
California's Piper Distributor
L,
from FAA certification
Flight Tests:
(Temperatures are corrected to
simulate a 100 degree F day.)
"The TSIO-550-C engine is very well
cooled in this installation; qualitatively,
based on my previous experience, it
runs cooler than the original TSIO-520BE engine. MaxcorrectedCHT in MCP
climb is 364 degrees F, giving a margin
of 96 degrees F below the limit of 460
degrees F. Max corrected CHT at
25,000 feet "best economy" leaned
cruise at 262 HP (75% of engine's max
rating of 350 HP) is 403 degrees F,
giving a margin of 57 degrees F below
the limitof 460degrees F. ...[It] is much
easier to manage in cruise, without the
50 degree F "lean-of-peak TIT
requirement."
rated at 350 HP, derated to 310 HP.
W e can install your new engine at our facility at the beautiful
Albert Whitted Airport in downtown St. Petersburg, Florida
or
Call one of our approved installation facilities:
-
-
AirFlite PTY, Ltd. Western Australia
Aviation Sales 1 Denver Englewood, Colorado
Flightcraft Eugene and Portland, Oregon
Flightcraft Hayward, California
Image Air
Bloomington, Illinois
Intermountain Piper Salt Lake City, Utah
Mod Works Punta Gorda, Florida
Modern Aero Eden Prairie, Minnesota
Piloten Services Straubing, Germany
Skytech Baltimore, Maryland
Victor Aviation Palo Alto, California
Western Piper Sales Fresno, California
Here is what this new 550C Continental engine will do for your Malibu:
Take off using only 88.5% power (88.5 x 350 HP = 3 10 HP). The engine is
approved for continuous operation at 3 10 HP.
30 more HP at 75% power (75% x 350 = 262.5 HP as opposed to 75% x 3 10 HP
= 232.5 HP).
Flying at speeds comparableto your 520 BEengine, the 550C will just he loafing
along with comparable fuel flows and less manifold pressure or lower RPM which equates to cooler temperatures and longer life.
Flying at normal power settings, with comparable payloads, your Continental
powered Malibu will perform better than a Mirage - due to approximately 330
pounds less basic airplane weight and a Continental tuned induction system.
The 550C engine is approved to use your same propeller - the external
dimensions and weight of the 550C engine are identical with the 520BE, therefore
no airplane modifications are required.
The 550C engine has a TBO of 2,000 hours.
The exchange installed price is $63,250 plus freight.
(Subject to manufacturer's price increase. May be higher outside the U.S.)
This includes new isolation mounts, fluid hoses, dynamic prop balance, STC and Flight Manual Supplement.
If your Malibu is not already equipped with spoilers, we recommend Power Pac Spoilers.
We can install them at the same time of your 550C engine change for $10,750.
r"
Sixty-three Owners Can't Be Wrong!
Ask the Pilot Who Flies a TSIO 550C
N9 l23V
N 106LB
N24WM
N68BS
N4384T
N26030
N9 lO6V
D-EFDR
N25635
C-GPWM
N70DL
N97VK
m
N5OOGF
N9083U
F-GHRR
N4385K
N9095B
N9275Y
N922 1M
C-GWLH
N8EQ
N4386N
N70 1TF
N9 l3ON
N88PL
FAA STC Number SA0038 OAT
N4375R
N4323D
N 12EV
N85PG
N 1OEY
N9 122L
N7llXL
N9l36Z
N135US
N934TR
N4387D
VH-MOY
N2604X
N9 184F
N623DS
N46U
N 1O7PM
N62 14Q
N188RW
N234DM
N315WF
N88AM
N4366Q
N4372L
N9220T
C-GKAL
Approved to replace TSIO 520 BE with TSIO 550C
2926 Piper Drive, Vero Beach, R 32960 USA.
Tdephonc 561.567.4361
Fax (561) 77&21U1 or visit our wab site at
htta:/m.nerveilmJ=/
Kevin is an IA who has specialized in MalibuIMirage maintenance for 12 of his
19 years in general aviation. He is a licensed private pilot with a multi-engine
rating and is the Service Manager for Flightcraft, Inc. in Hayward, California.
Flightcraft has been a leading F.B.O. since 1948 and is a Piper Authorized
Service Center with additional locations in Seattle, Washington, as well a s
Portland, Oregon, and Eugene, Oregon.
Malibu Fuel Injection Systems
If you are aMalibu owner, your plane
is equipped with either the Teledyne
Continental Motors (TCM) TSI0520BE or the TSI0550-CIA. There are
really only two important differences
between their fuel injection systems.
First, the TSI0520 engine uses a dual
stage engine driven fuel pump and the
TSI0550 engine uses a single stage
engine driven pump. Second, fuel flow
adjustment values differ between the
two engines.
Because the two systems are sosimilar
otherwise, I plan to treat them as one
wherever possible.
First let's follow the fuel as it travels
from the fuel tank to the cylinder. The
fuel pump, located on the rear of the
engine, suctions fuel from the fuel tanks
and increases its pressure behind the fuel
injector servo metering unit which is
located on the top of the engine.
This is the primer system which includes
a diverter valve and a 7th nozzle. This
system allows the fuel to be momentarily
diverted from the manifold valve through
anozzle and into the induction air diffuser
where it primes the engine for easy
starting.
I will now describe the system
components that don't affect the path of
the fuel, but instead, affect its volume as
it travels to the cylinder. The first of
these is the mixture control valve which
makes fine adjustments to the volume of
fuel passing out of the fuel pump based
on the setting of the mixture control
lever in the cabin. The top side of the
engine is the location of our next
component, the fuel flow transducer,
which continuously measures the volume
of fuel being delivered to the nozzles.
This information is displayed on the fuel
flow gauge.
Here are some common problems
with fuel injection system components:
1) Fuel flow doesn't match book
values but the engine runs smoothly.
This is usually the result of an
inaccurate gauge or inaccurate tachometer. Check your gauge accuracy
every year. Another common cause is
the use of the wrong fuel flow transducer.
The wrong transducer is usually installed
in an attempt to economize or after a
failed attempt to locate the correct one.
The resulting incorrect readings can result
in engine damage. Transducers are not
interchangeable. If your transducer does
not have the letters "CE" stamped on it,
it is not the correct transducer.
2) Engine won't stop running;
usually after a high altitude flight.
Excess pressure is relieved by routing
unused fuel back to the tank via the fuel
selector valve. The metering unit allows
fuel in amounts predetermined by the
throttle setting to pass through to the
manifold valve (fuel flow divider) where
it is equally distributed among the six
injector nozzles. In order for the fuel to
be properly atomized, it must be mixed
with air while in the fuel nozzles. The
atomized fuel is then continuously
sprayed into an intake port where it is
mixed with air on the way to thecylinder.
There is one other component of the
system which affects the path of the fuel.
Melibu-Mirage Magazine
.
Fall 1997
Page 13
-TT
@%e
via ti on Sales, Inc. o f i c e complex, ash
pictured, is located on Denver's Centennial
Airport. Our facility combines modern office
space with attached hangars. Full FBO
amenities are available.
d n e Malibus are based on Centennial Airport.
Seven of those are Mirages and were sold new by
the Aviation Sales, Inc. marketing personnel.
Aviation Sales, Inc. also enjoys the privilege of
selling numerous previously owned Malibus &
Mirages of high quality worldwide.
Our marketing department continuously follows
the MalibuMirage market. They are constantly
seeking high quality aircraft topurchase for our
inventory.
?%r Maintenance department with state of
the art equipment, employs only full-time
Z.A. qualified mechanics.
Our computer printed log book entries,
service publication compliance and tail to
spinner component history reports impress
not only our customers, but sales and
maintenance facilities alike.
We respect you our customer and your
aircraft. Our "Attention to Detail"
philosophy extends from the work we
perform, through our paperwork, to our
level of customer service.
DENVER-
c"'
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1994 MIRAGE, 6 1 8 TT, Loaded!
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b Cruise Speed 270 kts.
b Ranse exceeding 1.600 n.m.
b Operates to 30.000 ft.
b King Air size cabin
b 4.5 x 3.5 Cargo Door
b Flushing Potty
Since 1939, Pilatus Aircraft Ltd. has been an aircraft manufacturer in Stans, Switzerland.
Pilatus is one of the leading PT-6A powered manufacturers in the world.
AVIATION SALES, INC.
Centennial Airport
12260 E. Control Tower Road
Englewood, Colorado 80 1 1 2
Phone (303) 799-9999
AA
Piper
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ENGINE
PART135 IFR
IT IS RARE THESE DAYS TO SEE A MALIBUCONDUCTING AN AIRTAXIFLIGHT. SINCE1978 IT
HAS BEEN WIDELY HELD THAT FAR PARTI35 IS NOT PRACTICAL FOR SINGLE-ENGINE AIRCRAFT
LIKE THE MALIBU, BECAUSE SINGLE ENGINE AIRCRAFT CANNOT LEGALLY OPERATE IN THE IFR
ENVIRONMENT WITH PAYING PASSENGERS ON BOARD.
THATIS ALL ABOUT
new FAA regulation issued in
August has a substantial impact
.on the operational opportunities
for single engine aircraft, including your
Malibu. The Agency has enacted a Final
Rule concerning commercial passengercarrying opera-tions in single engine
aircraft under Instrument Flight Rules.
The new rule allows the carriage of
passengers for hire while operating in
the IFR environment, but adds certain
maintenance and equipment requirements for an aircraft so operated.
John Foster
John serves as Executive Vice
President of SkyTech, Inc., a
Baltimore-based General Aviation
Service and Sales organization.
SkyTech is an Authorized
Representative for TBM700, Piper,
Cessna, and Pilatus Aircraft.
An Instrument and Multi-Engine Rated
Pilot, he has more than 3,200 hours
total time. His seventeen years of
General Aviation experience follows
two years on the staff of the Baltimore
Colts. He holds a Bachelor's Degree
from Wake Forest University.
The movement to amend Part 135 to
allow singles to operate IFR dates back
to the early part of the decade. For years
the Alaska Air Carriers Association has
petitioned the FAA for a waiver to allow
their members to operate singles in IFR
conditions, citing the fact that many
airports in Alaska are not accessible
with multi-engine aircraft. The Alaskans
also pointed out that VFR flight into
IMC has historically resulted in the
greatest number of fatalities in Alaskan
aviation.
They highlighted VFR charter flights
flying and remaining under an overcast,
in an effort to remain legal, as a significant
safety hazard. They also argued that
new aircraft such as the turbine-powered
(but still single engine) Cessna Caravan
had powerplant failure rates that are so
low they can be statistically safer than
older, Multi Engine piston aircraft.
Finally, said the Alaskans, technological
advances and equipment enhancements
such as dual electrical systems, dual
vacuum systems, autopilots, and co-pilot
instruments give today's singles the same
redundancy as yesterday's twins.
TO CHANGE.
About the same time as the Alaskan
Air Carriers were pleading their case,
Canada's Ministry of Transport (or the
Canadian FAA) took up the issue of
commercial single engine IFRin Canada.
In February 1993, after an exhaustive
study, the Canadians opened their skies
to Commercial Single Engine IFR, but
only in turbine-powered singles. They
also included specific equipment and
training requirements, and to date
maintain an unblemished record.
In response to the Alaskan petitions
and the Canadian action the FAA asked
its Office of Integrated Safety Analysis
to determine if "demonstrable differences exist between single and multiengine aircraft in visual meteorological
con-ditions (VMC) and IMC". That study
was initiated in early 1993, and I had the
pleasure of orchestrating the Safety
Committee's introduction to something
its members had never seen - two single
engine, turbine-powered aircraft.
About 18months later, in September
1994, the FAA convened an Aviation
Rulemaking Advisory Committee
(ARAC), comprised of operators,
manufacturers, pilot associations,
regulators (including foreign national
aviation authorities), and trade associations. They asked the ARAC Committee
to review the basis of the Canadian rule,
factor in the results of the Safety Study,
re-examine FAA policies on the matter,
and make a recommendation. The
ARAC's report focused on engine
reliability just like the FAA's Safety
Study had done. The Advisory Committee proposed a regulatory change,
Fall 1997
Page 17
Single Engine Part 135 - Continued from Page 17
but set operating parameters that are
currently met only by turbine-powered
singles.
In a related but completely independent report published in 1995, the
National Transportation Safety Board
bolstered the efforts of both the ARAC
and the FAA's Safety Office by
completing a study entitled Aviation
Safety In Alaska. In its study, the NTSB
noted that the majority of Commercial
operations in Alaska are conducted in
single engine aircraft powered by
reciprocating engines.
Additionally, they reasoned, aircraft
flying at published IFR altitudes enjoy
more time to glide to a suitable landing
site than those flying below the ceiling.
Finally, it was noted that Commercial
single engine aircraft have been carrying
freight in the IFR environmentfor years,
which was a de facto endorsement of the
viability CommercialSingleEngine IFR
operations by the FAA.
Before the NPRM comment period
closed last March, the FAA had received
214 responses to the proposal. Only
seven commenters opposed the rule
(including Raytheon and several Airline
Pilots' groups, none of whose opposition
was a surprise).
Concluding that, "VFR flight into
In light of the overwhelming support
IMC which results in fatal accidents
continues to be the most significantsafety - from literally all segments of the
problem in Alaskan aviation", the Board aviation industry - the Final Rule was
came out in support of the ARAC's signed in August by Acting Adminrecom-mendationof a regulatory change. istrator Barry Valentine. It was one of
The Board also noted, however, that it his last acts before handing over the
felt piston-powered singles should also reins of the FAA to his new boss, Jane
Gamey. In addition to an approved Air
be included for Alaskan operations.
Taxi Certificate, single engine aircraft
Armed with overwhelmingevidence destined for charter operations have to
and industry wide support, the FAA in comply with several equipment and
December 1996 issued a Notice of operationalprovisions. First, the aircraft
Proposed Rulemaking (NPRM) re- must have two electrical power
garding the use of singles in IFR Air generating sources, such as dual
Taxi operations. What was surprisingto alternators. Next, the aircraft must have
industry watchdogs about the NPRM two independent sources of energy for
was that it contained a proposal to allow the gyroscopic instruments, i.e., dual
ALL single engine aircraft to become vacuum pumps. Third, a three-axis
eligible for Part 135 operations in IFR, autopilot, including a Yaw Damper, or
not just those turbine powered units a Second-in-Command is required for
envisioned by the Safety Office and the the flight.
Advisory Committee.
The remaining requirements are all
The basic rationale used by the FAA related to the aircraft's maintenance
in formulating the NPRM was quite program. They include an oil analysis or
simple: analysis indicates that the most trend monitoringprogram (applicableto
significantfatal accidentcategoryis flight turbines) at each 100 hour interval, the
under VFR into IMC. That category of results of which are entered into the
accidents far outweighs the number of engine maintenance records.
accidents caused by engine failure, so
Finally, if any of the equipment
why not take steps designed to get more
required by the new rule was retrofitted,
aircraft in the IFR environment?
it must have written maintenance
Moreover,allowingoperations in IFR instructions available. It is envisioned
gives the advantagesof traffic separation that many singles may have equipment
with radar, contact with ATC, position added to meet the regulations, such as a
following, weather information, and backup vacuum source, and there has to
higher cruising altitudes resulting in be a published mechanism for its
maintenance.
better terrain clearance.
Malibo-Mirage Magazine
Fall 1997
.
Page 18
All of that is good news for PA-46
owners. In the world of single-engine
recips, no other production aircraft
being manufactured today is as well
equipped as a new Malibu Mirage. Its
standard equipment appears to meet
ALL of the new regulations for
Commercial flight.
It also has the benefit of being
Certified for Flight Into Known Icing,
which makes it a true all-weather
Commercial performer. (Although the
new rule allows all singles to fly
Commercial IFR, under current Part
135 rules, only those aircraft Certified
for Known Icing can fly if ice is in the
forecast.)
Most PA-46-310Ps are also very
likely tomeet theequipmentprovisions.
Both the Malibu and Mirage models
will require adherence to the new maintenance regulations before Commercial
IFRoperation is allowed, not to mention
the need for an Air Taxi Certificate.
The new rule is also good news for
another reason, and that's resale value.
An already solid Malibu resale market
just got enhanced. It is clear that the
PA-46 is the most viable piston single
available for introduction into the
charter market, and they are bound to
start showing up in that arena very
soon. Clearly, any time you open a
completely new market for an existing
product, assuming constant production
rates, the value of the product should
remain stable or even be bolstered a bit.
The ultimate market impact, however,
remains to be seen.
So the first time you see a Malibu or
Mirage show up on the ramp carrying
passengers for hire, go shake the pilot's
hand. He or she is a ground breaking
entrepreneur who is operating in an
environment that is safer than it was a
year ago. And stand by for the turbine
singles. They are the only singles that
may be more viable for charter service
than what you already own.
For access to the complete rule, try the
FAA's web page at http://www.faa.gov,
or call the M-MOPA headquarters at
303.399.1440. WOPA
OF TREPIDATION AMONG THOSE MAKING THEIR FIRST FLIGHT OVER SUCH A SPAN OF
WATER AND. WHILE ANXIOUS, WE WERE ALL WELL PREPARED FOR OUR JOURNEY.
T
he journey actually began on
Thursday, July 17th, when we all
met for the first time at breakfast.
The trip had been organized by M-MOPA
member, Derrick Clark of Warwick,
England. Derrick and his English copilot,
David Findon, flew their Malibu from the
UK to lead the other four aircraft and their
pilots on this great adventure. The gaggle
was made up of Derrick Clark and David
Findon (Warwick, England); Frank
Milligan and Bruce Brown (Hamilton,
Ontario, and Little Rock, Arkansas);
Andre Hopf and Arnold Sperling (New
York City and Boston); Bob DeLong and
Mike Nash (Dana Point, California); and
Murdoch Campbell and Roy Bolling
(Detroit, Michigan).
The group retired to the pilot briefing
room at "The Goose" where we discussed
and planned o u r route of flight,
extensively reviewed the weather
forecasts for the next day's trip and
reviewed safety procedures including
ditching, water survival and rescue
techniques. Five individual flight plans
were filed with each aircraft departing at
five minute intervals; the first at FL210,
the second at FL220 and so on to FL250.
All aircraft were fitted with the
outboard fuel filler caps and, with the
exception of one, sported new Van
KesterenTSI0550Cengines. Sincemine
was the slowest with the TSI0520BE, it
was decided that I should depart first and
fly the lowest altitude. And so it was we
were all in the air by 8:00 AM, bound for
our first stop at Narsarsuaq, Greenland,
679 nautical miles from Goose Bay.
Departure To Greenland
"Andre, your airplane is giving off a
MalibwMirage Magazine
Fall 1997
Page 19
Malibus Across the Atlantic - Cont'd from Page 19
contrail!" was heard over the air-to-air
frequency. Yes, it is true, aMalibu gives
off a beautiful contrail which emanates
from both exhausts and is twisted into a
perfect corkscrew from the propeller
wake. Since we were able to see each
other in flight during much of the first
leg, a Malibu contrail was quite a
spectacular and unexpected treat.
Throughout most of the flight, the
commercial airlines took particular
interest in our group of five. Most would
ask if we were feny pilots for Piper, and
they thought it was incredible that we
would venture such an expedition in
single engine aircraft. One Delta captain
wanted to meet us for a drink in aLondon
pub and another Boeing 767 pilot
responded, "Cool Man!" when he heard
what we were flying.
Narsarsuaq, located at the southern
tip of Greenland, offered us vistas of
nature's best handicraft. With clear and
sunny skies, we visually approached the
airport. It is located in a bowl at the end
of a fjord, between mountains of ice,
massive glacier runs and imposing
icebergs that dotted the shoreline.
Mesmerized by the scenery, little did we
anticipate that our return flight would
PIK*WEST INSURANCE AGENCY
A viation Specialist
CUSTOMIZED CLIENT SERVICE
Client Updating
Specific Policy R e s e a r c h
Insurance Contract R e v i e w
To serve ow clients with such care and excellence that
they cannot find comparable value elsewhere.
SERVING THE
AVIATION
INDUSTRY
SINCE 1979
Fall 1997
P.O.Box 3474 Simi Valley, California 93093
(805)522-3428 (818)340-3077
(800) 634-0101
.
Page 20
Don M. Grondin
i
J
/
m
1
,
A New Name with;Familiar
Faces
-
i
J
Over 100 pilots since training began in 1984.
8 IA's with over 75 years combined MalibuIMirage experience.
Approvals for both initial and refresher training.
Computerized aircraft history capability including all AD'S
and SB's
Frasca 142 simulator with Malibu performance capabilities.
Our instructors regularly fly in Malibu aircraft under part 135
and provide "real world" training experiences.
Custom designed inspection programs and annuals.
Power Pac spoiler installations.
We provide training and maintenance ferry pilot services.
Radar pod installations and pod erosion boots.
We offer the most cost-effective pricing in the industry.
Installation center for RAM STC'd alterations, STC'd
TSIO-550-C engines, STC approved outboard fuel caps.
Engine analyzer installations with Tanis Heater integration.
For more information, please contact:
JAY ALLEN, Director of MalibuIMirage Training
JEFF CARNAHAN, MalibuIMirage Training
Dynamic propeller balancing.
Digital tachometer and volt/ammeter installations.
L
Over 60 MalibuIMirages sold since 1984.
Pressure vessel leak testing.
TCM factory trained fuel-system set up and analyzing.
We are also a Service Center for the Socata TBM 700 and
Pilatus PC XI1 and have Flight Safety trained technicians for
King Air, Citation and Learjet.
PATRICK BEATY, Service Manager
ERIC STOCKWEATHER, Chief Inspector
Bloomington-Normal Airport
RR1 Box 21
Bloomington, IL 61704
800-232-4360
309-663-2303
309-663-8885 FAX
*Access to AMSTAT, a national on-line aircraft information
service, which can assist us in locating the ideal aircraft.
Trade-ins welcome.
Upgrade sales to TBM 700 and Pilatus PC XII.
KEN RITTENHOUSE, Sales Manager
Malibus Across the Atlantic
- Cont'd from Page 20
require us to shoot an "approach from
hell" via an NDB/DME into this airport;
an approach that brings you through a
fjord with mountain peaks literally at
your wing tips and the imprecision of an
NDB radial. It was a one hour turn
around at "Narsq" with fuel prices about
$6.45 pergallon. Flight time from Goose
Bay to Narsarsuaq: 3.5 hours.
On To Iceland
The second leg of the day took us to
Reykjavik, Iceland, a total distance of
689 nautical miles from Greenland. The
skies were overcast at arrival, and we
approached using the LOC DME 14.
I
P.O. BOX 5061
PALM SPRINGS, CA 92263
PHONE: (619) 201-0137
(800) 556-3160
FAX:
(619) 341-6947
HOURS 9:00 AM - 6:00 PM
MON - SAT
YOUR CHOICE OF COLORS: SCAT ORANGE, MED RIJJE, LIPSTICK RED OR SMOOTH RCACK
ALL MATERIALAMS 3320 - 3/32
TEMP RANGE -65 TO +450
We bivouacked at the airport hotel
for the evening. A short taxi ride
into town and we dined at a very
quaint Icelandic restaurant which
featured native seafood and Brazilian
wines. Exiting the restaurant at
midnight, we were surprised to find
the sun still shining upon this
Scandinavian community.
The next morning Derrick hired
a small bus and tour guide to lead us
on a four hour tour of Reykjavik and
its surroundings. Iceland, having
received its independence from
Denmark in 1949, is known as the
island of "fire and ice", indicative of
the numerous geysers, volcanoes and
glaciers that comprise the countryside. There is extensiveunderground
geo-thermal activity that most homes
and buildings are heated by the warm
water from this natural phenomenon
and Reykjavik is often called the
"chimney-less city." Flight time
from Narsarsuaq to Reykjavik: 4.1
hours.
PA46 - 310 P (16 Seals) $350.00
lI
PA 46 - 350 P (29 Seals) $475.00
The Final Leg To England
Listed below is our stocking dealers
West Coast
Central
East Coast
Flightcraft
1-800-752-7924
Aviation Sales
303-799-9999
Sky Tech
410-5744 144
Westem Piper
1-800-60-PIPER
Modem Aem
1-800-937-2376
West Air. Inc.
410-876-7200
MalibuaMirage Magazine
On day two (Saturday) we
departed Reykjavik at 12:30 PM,
local time. hound for the
Wellsbourne
Airport
in
Continued on the Next Page
.
Fall 1997
Page 22
Q
Across the Atlantic - Cont'd from the Prev Page
Stratford-On-Avon, England, 1 160
nautical miles away. Our route took us
to northern Scotland and then a turn
south to England. Stratford is located in
southern England near the Cotswold area,
a picturesque region peppered with
rolling hills, farms and medieval castles.
Derrick arranged for each aircraft to
rendezvous in the air at a predetermined
location near Stratford. We arranged
ourselves into adiamond shape formation
and flew alow pass over the Wellsbourne
Airport to the thrill of our welcoming
party offriends and relatives of the Clarks
and Findons.
The corks were flying off bottles of
champagne, and we all sat down to a
I I I V M welcvme cunner oanquer ar rne
airport hosted and arranged by Yvonne
Clark. Bob DeLong highlighted his
arrival in England by celebrating his
75th birthday. The Clarks arranged for
every detail, and they had a birthday
cake awaiting Bob which we all shared
and enjoyed. After dinner, Derrick
presented everyone with a champagne
cork embedded with an English pence
coin, noting this as an English tradition
of well wishes. Flight time from
Reykjavik to Stratford: 7.4 hours.
PI
*
I
Sunday and Monday were spent by
the U O U D touring" the citv of
Stratford-On-Avon, famous for its
Shakespearean tradition, visiting the
Lucy Family Manor House and the
medieval Warwick Castle. Andre's
girlfriend and the wives of Frank and
Bruce caught up with our group on
Sunday after arriving by commercial
airline. On Tuesday, we were treated to
a barbecue picnic by the Clarks on their
farm in Hampton Lucy and enjoyed their
recently modernized home which was
built in the 10th century. Derrick has a
3,000 foot landing strip located at his
farm. While the visitors left their
airplanes in Stratford, Derrick flew his
Malibu to the farm along with his friends
L
3
Malibu*Mirage Magazine
Fall 1997
.
Page 23
Since 1979, Westair has delivered personalized quality service to owners of singles, twins and fleet operators at fair
prices. Our Director of Operations and Maintenance, Tom Scarbrough, LA., is available as your personal Malibumirage
maintenance supervisor. Courtesy cars, fuel discounts for maintenance customers, golf packages and more are available.
Call today and discuss your needs with Tom Scarbrough.
1995 PIPERFACTORY
MALIRU/MTRAGE
TRAINED STAFF
QUALITY: Westair will inspect and repair your
aircraft on time with professional Malibu/Mirage
specialists. You have come to trust Tom Scarbrough
with your Malibumirage over the years (formerly
Maintenance Manager at Skytech, Baltimore, MD).
GUARANTEE: We guarantee the work we do
and stand behind it 100% with one-on-one personal
service.
VALUE: Westair's labor rates and parts prices are
very competitive.
The bottom line is the love for flying, so let Westair
keep the cost down at the bottom line without giving
up Quality and Safety.
II
Trained on all Malibumirage major and minor
repairs, custom installations, STC's and
service bulletins/letters.
Custom computer AD research and billing.
Avionics installations and repairs.
Continental and Lycoming factory support
representative available.
Westair, Inc.
200 Airport Drive, Westminster, MD 21 157
Telephone: (410) 876-7200 Fax: (4 10) 876-8324
Quick Turnaround Large Inventory
Courteous, Knowledgeable Staff
Superior Service
FREE OIL FILTER WITH OIL CHANGE SERVICE
Fall 1997
.
Page 24
I
generally considered to be a form of
conventional logic that has been
extended to handle the concept of
"partial truth" - that is, truth values
which exist somewhere between
"completely true" and "completely
false".
Bob is Co-founder, President and CEO
of Attitudes International, Inc., exclusive
factory training specialists for The New
Piper Aircraft, Inc.
In addition to a twenty-year Air Force
career, Bob's aviation background
includes twenty-one years with Piper,
serving a s Production Test Pilot,
Corporate Pilot and Director of the
Piper Training Center where he was
responsible for development of the
Malibu, Seneca, Saratoga and
Aerostar pilot training programs.
D
uring a recent discussion on
human factors, apilot attending
recurrent training at Attitudes
International made some interesting
comments which inspired this article.
,
You may have come across the term
"fuzzy logic" in reading about how
some computers process information.
The theory and use of fuzzy logic
appears primarily in the world of
mathematics and has useful application
in the field of computer technology.
Very simply stated, fuzzy logic is
A computer application of fuzzy
logic can be seen in the way certain
computer devices (using light pens) are
able to perform character recognition
by reading and interpreting handwritten
script. For example, a handwritten
character does not appear exactly as its
typed counterpart (complete truth), nor
does it appear to be totally unrecognizable (completely false) when
compared to its typed counterpart. A
mathematicalequationemployingfuzzy
logic analyzes the handwrittencharacter
(partial truth) and determines its likely
true value.
In other words, it's a best-guessscenario based on partial information,
analyzed by blurred or unclear logic
(intentional in o u r computer
example), producing a result which
may be uncertain, unreliable o r
incorrect.
While there are similarities between
computers and the human brain, we
know that our minds are capable of
taking information processing far
beyond fuzzy logic analysis. As
humans, we have the singular ability to
collect, process, interpret and judge
information on a level no other creature
or machine can duplicate. Our thinking
is not limited to the application of fuzzy
logic in order to establish truth, make
correct choices and take appropriate
action.
As pilots, this distinction can quite
literally mean the difference between
life and death. Flying is serious
business. The consequences of our
thoughts, choices and actions can be
momentous to say the least, not exactly
an activity ideally suited for a thought
process limited to fuzzy logic.
Rather, piloting demands that we
take information gathering, processing
and interpreting beyond the realm of
"fuzzy". We must resist the temptation
to process partial truth as fact
(rationalizing), in favor of being as
clear, calm and mindful as possible
when making piloting decisions about
what is real, what is true and what can
kill you if you are wrong.
Fuzzy logic flying, like other forms
of pilot error, is a human tendency.
Nobody intentionally flies "fuzzy". It
happens though, doesn't it? It doesn't
have to. You alone are in control of
your piloting actions. You alone are in
charge of your own on-board computer
(your mind) and the extent to which
you use it.
The very humanity that places us
above the fuzzy logic reasoning relied
upon by computers is the same
humanity which can trip us up in a
thousand different ways if we allow
ourselves the false luxury of cockpit
complacency.
Don't fly fuzzy. Fly smart by
taking advantage of training opportunities that help you learn and practice
how to correctly use every advanced
system in your aircraft by utilizing
your own remarkable human capabiliMOPA
ties to their fullest.
Malibu.Mlrage Magazine
.
Fall 1997
-
Page 25
TO W H A T HAS REC(
ITS KIND.
z,
~
OURMEMBER
1997 CONVENTION
TENNESSEE VOLUNTEERS WHO
MEMBERS STEPPED UP TO THE PLATE IN A BIG WAY!
OUR TENNESSEE
~
L AND
E S MAFUE
PLANNING FOR OVER A YEAR.
HAMPTON,
THEY
HAVE BEEN INVOLVED IN THE
RALLIED ALL THE
CONTRIBUTED S O MUCH O F THEIR TIME AND ENERGY T O BRING YOU YOUR WONDERFUL CONVENTION
EXPERIENCE.
YlVfi33fifi VULUlV 1 fibK3 HAVE LAID DOWN A CHALLENGE TO THE 1 EXAS MEMBERS
r THEIR EFFORTS FOR THE 1998 CONVENTION
IN SAN
ANTONIO,
TEXAS!
TEXAS?
ARE
YOU UP FOR IT?
M.MoP!
IS ALSO GRATEFUL TO THE MANY OTHER VOLUNTEERS
WHO SO GENEROUSLY CONTRIBUTED:
BILLAND KAREN FRICK,
SPEAKER
EVALUATIONS
MURDOCH
CAMPBELL,
QUEEN
OF THE FLEET
BARB
ALBERTS, "GETACQUAINTED'' AND TOURS
Russ CAAUWE,
CONVENTION
INPUT AND BREAKOUTS
BILLWHITE,TOMPOLGREN,
RICHARD BYNUM,
- ARRWALS
AND DEPAFXURES
DAVECONOVER,
SERVICE
CLINIC
MARK 3WATEK, SOCIAL CHAIRMAN
AND VENDOR B O S S
MELRUSHTON,
ACADEMIC
CHAIRMAN
AND AIRPORT BOSS
BILLALBERTS,
AUCTION
CHAIRMAN
AND SPONSOR
BOSS
DAVECOATS,
WORKSHOP
CHAIRMAN
JOHN
FOSTER,
SERVICE
CLINIC
CHAIRMAN
EMBERS LIKE YOU MAKE ALL THE DIFFERENCE!
e
Fall 1997
.
Page 26
GREATCONVENTION! Thanks tnall of
AVEX sign up this new member,
you for your continuing s~rpportofM-MOPA. too. John owns a 1997 Mirage.
Here are our new members since the
last issue of the magazine:
Tom & Patricia Sharp
N245S
Huntsville, AL
Tom is CEO of Sharp Communications, Inc. He owns a 1997 Mirage
and was referred to us by Ben Stevens
and The New Piper Aircraft.
Peter Kirk
N310EM
Bowie, MD
Peter owns a 1988 Malibu. He is a
Corporate Chairman involved in minor
league baseball.
Richard & Joan Greene
N429CA
West Chatham. MA
Our friends at Columbia Aircraft
Sales graciously signed up this new
member. Richard is an investment
executive and owns a 1997 Mirage.
Richard Farnell
N9281F
Newport Beach, CA
I
Sandy & Bobbie Crevolin
C-FVSC
Calgary, Alberta
Another Canadian! Sandy owns a
1986 Malibu with VK's 550 engine.
John Mariani at ATM referred him to us.
Steven & Bobbi Diamond
N9262G
Santa Maria, CA
Bailey is retired and owns a 1996
Mirage. Larry Johnson at Texas Piper
referred him to us. Thanks!
Dennis & Dorothy Graul
N46SE
Baltimore, MD
Dennis owns a 1993 Mirage. He is a
supermarket owner. It's a good bet he
knows our buddies at SkyTech.
Dennis & Mary Daly
Lower Gwynedd, PA
Steven is a pawnbroker living in one
of the prettiest valleys on the central
coast of California. He owns a 1995
Mirage and comes to us by way of Terry
Winson at AVEX.
Dennis is CFO of Danella Construction. He holds an ATP and C H I
rating.
SkyTech referred this new
member to us.
Gary and Kimberly Roberts
N7795W
Portland, OR
Bill Schmidt
N550MG
Bakersfield, CA
Gary comes to us from Terry
Winson at AVEX again! Gary is
president of a company that exports
U.S. grocery products. He owns a
1997 Mirage with EFIS.
Bill owns a 1985 Malibu, operating
with his copilot Tommi Saghalelian.
Terry Winson of AVEX referred this
member to us.
Martin Ingram
Muncie, IN
Richard owns a 1997 Mirage and
comes to us through the generosity of
AVEX who paid his first year's dues.
Martin is t h e Aircraft S a l e s
Department Manager at Muncie
Aviation Co. He's got more ratings
than youcan shakea stickat, including
seaplane.
John & Liz Perell
N92819
Camarilla, CA
Bailey & Mary Campbell
N9281B
Tyler, TX
John & Judy Kussman
N872R
North Vernon, IN
John was referred to us by our new
member, Dennis Graul. John is president/
owner of a plastic company involved in
custom injection molding and finishing.
Sounds like Director Larry Lee of Plastech
and John have something in common.
John operates a 1989 Mirage with spoilers
and RDR2000.
.
Fa1 1997
Page 27
As New Piper's
authorized
sales outlet for
s r v r u ~uurut:
~ u a u ararecr
c
rrum Pennsylvania to
SouthCarolina, SkyTech has led the nation in the sale
of new and pre-owned Malibus and Mirages for the
past eight years in a row. We track the pre-owned
Malibu market serial number-by-serial number
worldwide, and are the only company in the U.S.to
receive daily updates on Malibu transactions from
the FAA. Our knowledge of available units and
selling prices allows us to position our inventory as
the best VALUES in the market Additionally, all of
our Malibus are thorough1 inspectedby our Service
Department to insure t at your new Malibu's
mechanical condition is completely up-to-date, and
that all applicable Service Letters and Service Bulletine hawe been addmssed.
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1997 Malibu M i e
Buy NEW and benefit from Piper's comprehensiveTwo
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SkyTech to become the largest Malib-age
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Our 18,000 sq. ft, maintenance facility and customer
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Since the inception of the Malibu, SkyTech h
been totally engrossed in the Malibu aircraft. Our
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have developed the Malibu {arts
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rovide services for a wide range of maintenance
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Our servicedepartment continuesto lead
the nation in number of Malibus serviced and
maintained. At this point, we have
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put of the US. As
Malibu enters its second
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In short,no matter what type of problem or question
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I
Malibus Across the Atlantic
Cont'd from Page 23
-
who brought aPiper Cub,
a Ryan, a piston Yak and
a Tiger Moth. An acrobatic demonstration was
presented during the
afternoon and we were
given the opportunity to
take the controls of these
unique aircraft.
The thrill of flying yourself to Europe is not a cost efficient means of travel. It's downright
expensive as fuel prices are higher thanthose we experience inthe U.S. Additionally, privatized
air traffic control services (you know, what Bill Clinton proposes) come with a fee. There are
landing fees and handling fees (weather briefing services and flight plan filing).
Following is the total travel cost of my flight from Detroit, Michigan to Stratford-On-Avon,
England, including two side trips; one to Gloucester, England, and one Deauville, France.
Side Trip To France
On Wednesday we
were all back in the air
again. We flew a formation pattern across the
English Channel to
Deauville Saint-Gatien,
France. From there we
took taxis to the quaint
village of Hon Fleur
Fuel (787 U.S. gallons)
ATC charges
Safety equipment rental
Handling fees
Landing fees
Customs fees
Parking fees
$3,045.00
334.00
439.00
323.00
110.00
48.00
44.00
Total
$4,343.00
Fuel prices in U. S. dollars per U.S. gallon were as follows:
Goose Bay, Canada
Narsarsuaq, Greenland
Reykjavic, Iceland
Stratford, England:
Wick, Scotland
$2.97
6.45
2.62
4.70
4.44
If your insurance is about to renew, let us give you a quote from one of
several top companies we represent. You don't have to pay the highest
price to get the highest quality coverage. Call one of our agents today.
Toll-Free
1-800-537-0960
(In Sacramento, California) 916-853-8080
Shaw Aviation lnsurance
License # OBI4220
Buy Your Malibu Insurance From Someone Who Knows The Market
I
MaliblrMirage Magazine
Fall 1997
Page 30
ANantrc - Cont'd from the Previous Page
where we shopped and dined as a
group at a traditional French
sidewalk cafe. Our return flight
to England took us directly ovei
the cliffs of Normandy Beach and
one could only reflect on the
signiricant aviation history that
was made in the airspace we were
flying.
Thursday was spent doing last
minute sightseeing, relaxing and
preparing our aircraft forthe return
flight home. Derrick and Yvonne
arranged for us to gather fordinner
at an historic old corn mill which
was recently converted to a B & B
and restaurant.
Time To Return Home
We retired early as we planned
to be in the air by 8:00 AM the
following morning for our long
flight home. Our return took us to
Wick, Scotland for refueling and
an overnight stop in Reykjavik,
Iceland. On Saturday, July 26, we
returned to Narsarsuaq and to
Goose Bay.
Three cheers for Derrick and
Yvonne Clark! They arranged the
most memorable flying experience any of us hasever had. They
opened their home to us, made
their automobiles available for our
use and saw to every detail to
make the trip adventurous, exciting, comfortable and safe. Even
the beer was chilled for us Yanks!
Author's Note: As the only
aircraftflying the English trip
~ i t h o ~ai tTS10550C, 1 u7as
partic.ularly impressed with the
pel:formance qf the engine
conversion. The 550s typir~~ll-y
flew higher than my aircraft.
u~ithlower- engine operating
temperatures and ,fi-om I0 to
15 knots faster, burning on
average only 2 to 3 more
gallons per how. MMOPA
Malibu.Mirage Magame
Fall 1997
Page 31
From WMOPA Hdquartets - Cont'd from Page 27
Geoffrey & Robina Jensen
ZK-MBU
New Zealand
Geoffrey uses this Mirage owned by
our member, Brent Ferguson. He is
CEO of a winery now as he has retired
from British Airways as an airlinecaptain
and Senior Training Captain in the A320
Airbus.
Donald Zale
N122SR
Dallas, TX
Maurice Carpenter
N9104N
Buena Vista, CO
Maurice owns a 1986 Malibu. He is
involved in professional boxing and is a
builder and developer. Our good buddy,
Bill Pryrnak, referred Maurice to us.
Thanks, Bill!
Phillip & Cindy Scharber
N297PM
Memphis, TN
Phillip is the Regional Sales Manager
for AMR Combs, a Piper Distributor.
Jerry Nancarrow
Muncie, IN
Jerry is involved in aircraft sales with
Muncie Aviation Co., aPiper Distributor.
John & Janet Walker
VH-TAL
West Australia
Another internationalmember! John
comes to us by way of The New Piper
Aircraft. He is Managing Director of
Fall 1997
Bill is in the market for his PA-46 and
joined to learn more. He is involved in
health care.
Peter Baker
NlOOPB
Marco Island, FL
Michael Chiodo
N797MC
West Chester, PA
Peter owns a 1986 Malibu. He is
Chairman and CEO of his company.
Peter holds an ATP and Commercial
rating as well as helicopter. He has over
7,000 hours total time.
Michael comes to us through the
generosity of SkyTech. He owns a 1997
Mirage.
Robert & Sherri Daniels
N775RD
Oakton, VA
Donald owns a 1990Mirage. His copilot is John Klaus. Donald is chairman
of video tape rental company. He was
referred to us by John Vann.
&WibuMImge MagaZ,ne
Shaunella House in South Perth. John
has owned a variety of aircraft over time
andnow owns a 1985Malibu. Welcome!
Page 32
Robert was referred to us by Rob
Samartino of SkyTech. Robert owns a
1995 Mirage and is Executive VP of a
general contracting company.
Steve Urban
N70SL
Anaheim, CA
Steve owns a commercial printing
company. His aircraft is a 1989Mirage.
Bill Watkins
Missoula, MT
John Mardock
N4323P
Lincoln, NE
John is general manager and partner .
in an auto dealership. He owns a 1984
Malibu. John was referred to us by
member Rob Mannis.
Dennis Ryan
Nl21GP
Philadelphia, PA
Dennis owns a 1985 Malibu. He's
involved in title insurance.
Join me in welcoming these new
members. And again, thanks for a great
Convention. In the meantime, FLY
SAFE!
-PA
CALLUS AT 404-355-9682
FOR A COMPLETE LIST OF COMPONENTS AND PRICES.
PLASTECH
CORPORATION
2080 GENERAL
TRUMAN
STREET,
N.W.
ATLANTA,
GEORGIA
30318
FAX:404-355-5410
THISSECTION
IS DEVOTED
TO LEITTERS, COMMENTS, ADVICE AND GENERAL
INFORMATION WHICH THE MEMBERS OF THE M * M O P A WOULD LIKE TO SHARE.
PLEASESEND ALL CORRESPONDENCE TO: HEATHERBLANCHARD,
MALIBU~MIRAGE
OWNERS
AND PILOTS ASSOCIATION, 1937 GRAPE
STREET,
DENVER, CO 80220
FAX: (303) 394-2539
Dear Sy:
become M.T. Also an interestingvacuum
pump problem only at high altitude, wet
conditions.
Thanks for the reply.
item. This is the second time I have
replaced the spring.
David Coats
I have a Malibu Mirage PA-46350,1995 model, N711BQ.
It had a catastrophic failure of the
#1 alternator. The catastrophic part
(parts flew out of it and significant
bum and weld marks' were left on the
rotor) may have been the result of my
recycling it two times after the "inop"
light came on in the indicator panel.
The power drop/surges that
resulted from the arcing apparently
kicked off the (forgive me for not
getting this technically correct) main
circuit breaker between the main buss
and the battery. This resulted in a
total power loss to the panel.
Recycling the battery master would
not bring it back.
For more accurate information,
you could call Mark Mehan at Crown
Air Aviation,Montgomery Field, 6 19277-1453. The Alternator was
removed by Jeff Farrell at Leading
Edge, Palomar Airport, Carlsbad,
California, 760-931-8565. The plane
only has 460 hours total time and had
just been returned from a 100 hour
inspection.
Lyle (Eiznlyle@aol.com)
Dear Sy:
Malibu Toast - I had a slow fuel
leak during unusually cold weather
that went unnoticed due to expected
higher fuel flow. An interesting series
of events could have caused me to
Calvin Miller
Dear Sy:
Dear Sy:
The article by Mary Bryant in Vol. 6,
No 2, Spring 1997 was well done and
timely. I had recently experienced,
during training, the need to slow down to
almost 75 to 80 knots before the nose
gear would extend while practicing the
emergency gear extension. This was
easily fixed by replacing the nose gear
tension spring.
Incidentally, this spring only costs
approximately 25 to 30 dollars (a Piper
Part even). Of course, I asked Ed, my
mechanicto check and see if Piper hadn't
misplaced a decimal point to the left; but
he was told that was the price. Mind you,
it is simply a big spring and this price is
reasonable; that was the reason I thought
Piper had made a mistake. Perhaps there
is still some reason for optimism on parts
pricing.
After seven months of operating
our new Mirage, it appears that we
have finally worked most of the bugs
out of it. Texas Piper and Signature
Maintenance are indeed lending us
the customer service and support that
we would expect for such a high
quality product.
To date, we have submitted over
$4000.00 worth of warranty work.
Some of the items repaired include:
a frayed cabin door cable
an overly tight left landing gear
door
an inspection and adjustment
of the rudder trim
an adjustment of the nose gear
actuator
replacement of a broken right
side turbocharger bracket
repair of a leaking right brake
Mary is quite right about the fact that caliper
compliance with S.B. 999
this tension cannot really be checked by
the mechanic. It is best done simply by which dealt with the seat belt shoulder
practicing the emergency gear extension. harness attach reinforcement
replacement of a blown exhaust
Next time your annual is done, have your
mechanic call you when he checks the gasket above the left turbocharger
gear down and you can go through the
Our direct costs (with reserves)
gear down procedure with the aircraft on
jacks. Even the weakest of springs can are almost twenty dollars an hour
extend the nose gear without any wind cheaper than our 1992 Mooney TLS'
were.
resistance against it.
The old spring was a full inch and a
quarter shorter than the new spring. This
may well become basically a "five year"
A s far as utilization over the past
seven months is concerned, we have
Fall 1997
Page 36
Check-In - Continued from the Previous Page
flown a total of 47,424.6 passenger
nautical miles. Over a sixteen month
time period, our Mooney TLS flew
79,306.4 passenger nautical miles. At
this rate, the Mirage will catch up to the
Mooney in only five more months.
We average 1.76passengers per trip,
not including the pilot. Our average
stage length is 21 1.2 nautical miles and
we fly an average of 23.1 hours a month.
The average leg takes 1 hour and 24
minutes.
The trend monitoring program
continues to be of great value. As you
can see from the cruise and oil sample
data, the engine is performing well. I am
particularly fascinated by the engine oil
analysis graphs and the cylinder head
temperatures in cruise graph.
On May 9th, I taught a group of thirty
4th, 5th and 6th graders about aviation
during Salado Elementary School's
Festival of learning. I want to take a
moment to thankThe New Piper Aircraft,
Inc. for providing me with the All Model
Mailers and Piper ink pens to help make
the class a successful one.
I hope you find this information
interesting and useful.
Walter F . Tollefson
Corporate PilotlATP
Good Morning Sy:
Thought I would share some thoughts
with you and my fellow M*MOPA
members on "flying the line" (again) and
how things have changed (and haven't).
Upon completion of primary flight
training in Stearmans at Americus,
Georgia in 1942, our class of Army Air
Corps Cadets moved to Greenville,
Mississippi for Basic Training in Vultee
BT-13's.
After stalls, spins, landings and solo,
our first cross country was toGreenwood,
Mississippi, some 60 miles due east of
Greenville. Holding an E or W heading
on a magnetic compass is easy, but that
part of Mississippi has perfect E/W, N/S
section lines, so flying theairplane over
an eastbound section line soon had us
over Greenwood, no sweat.
Since that time, a lot of navigation aids
have developed. Flying the 4-course range
where the "N - -" and "A - -" blended
together for a solid signal meant you were
on the beam, where they crossed was the
cone of silence and shortly thereafter on
one of the legs was an airport.
Along came loops, fixed loops, hand
rotatable loops and then the magical ADF,
where aneedle actuallypointed toa station.
The first DC 3's I flew hadahandrotatable
loop and an ADF. I guess they figured the
ADF wouldn't always point.
Later came VOR, ILS, GCA, DME,
RNAV, Loran, GPS and now GPS with
moving map. I equipped my turbine
Malibu with aTrimble IFR certifiedGPS
($7,500) to be legal in the flight levels.
Then, I bought a $1,200 Gamin 195
GPS with moving map. Nothing beats
the simplicity of navigation and gives
situational awareness like putting your
airplane's position into a moving map. I
know the FAA put an expensive RAIM
requirement into GPS approaches.
However, in my opinion, more pilots
will be making missed approaches
because they pushed the wrong buttons
or didn't meet the approach criteria, than
would make amissed approach by losing
a satellite at an inopportune time while
using a much simplified moving map.
Anyway, after 55 years of navigation
by listening to headsets or following
needles, I'm back to flying the line again.
This time it's electronic instead of section
lines between cotton fields in Mississippi.
Henry Van Kesteren
To: MMOPA Members
Recently, I experienced in-flight
smoke in the cockpit of my Malibu
N77LS on August 25th while training
with Lester.
Had an inoperative secondary
vacuum; either electric to clutch orpump
dead. Disconnectedclutch wires. Lester
said the secondary could work if it were
OK when the boots were activated. On
the ground, there was no response to
boots. Circuit breaker for stand-by
vacuum pump kept popping.
On the ground, Sun Aviation hooked
up juice to clutch and when activated, the
stand-by vacuum pump, the "off-ball" for
that pump would not come on. Activated
boots again and still did not work. Left
vacuum in primary position but stand-by
vacuum pump would not shut off.
While shooting a perfect ILS using
the copilot instruments, I smelled
something burning. Then cockpit filled
with smoke. Declared an emergency
and shut down all electric and, after
landing, evacuated cabin. Pulled circuit
breaker for stand-by vacuum pump and
looked under cowl. The clutch was
smoked. Cause???
When I brought the plane back, found
out pressure valve to boots solenoid was
smoked as well as the clutch. In addition,
the timer for the boots, which is in the
cockpit, was smoked too. Out $3,600.00
for repairs.
Retrospectively, my stand-by vacuum pump release always fluttered but
finally kicked off. This was really the
pressure valve not releasing probably
due to a faulty timer but not a trashed
one. Rarely used boots and had little
need for stand-by vacuum pump so the
problem was not evident.
Suggestion - If the off button for the
stand-by vacuum pump does not release
crisply, then there is something amiss in
the pressure valve or shuttle valve clean or replace them. Also cycle boots
frequently,andifthey donot cyclecrisply
and exactly for 6 seconds, look for timer
trouble or pressure switch trouble- all of
which is very costly. The final burning
up of the timer was aresult of the fact that
we were pushing for the defective timer
to work and had anopen electrical current
to it all the time.
Interesting real emergency due to smoke.
The plane handled it beautifully. MOPA
MalibcrMirageMagazine
Fall 1997
Page 37
President's Letter
- Continued from Page 5
from the beginning of the M-MOPA
been instrumental in keeping this
organization financially solvent and
that is indeed critical. Dick Perschau
and Bill Alberts have provided
continued leadership the past four years
and were instrumental in the phenomenal growth and opportunities
affordedthe membership at our annual
conventions.
The past is but prologue to the
future and certainly the M-MOPA has
a phenomenal past. We can all look
forward to continued improvementsin
the maintenance programs for our PA46, the training programs are constantly
improving - new simulators are on
the horizon, and The New Piper
Aircraft Company with its new Malibu
Meridian appears to be a much more
viable entity than the recent past would
have suggested. I certainly look
forward to improving the relationship
of the M-MOPA with Piper. Also, the
future of modifications to the established fleet of the PA-46's should really
be phenomenal in association with the
new technologies developing in the
various systems. An approval for a
replacement heated windshield to
replace the "hot plate" was recently
issued. This is, of course, just an
example of the many modificationsfor
the airframe as well as the systems that
are available to us and I'm sure we can
expect many more. Now, if we canjust
get the price down on those gas
chambers that operate our seat
mechanisms and doors.
programs,and of coursethe opportunity
tomeet andcommunicatedirectly with
fellow MalibuIMirage pilots, vendors,
trainers, and mechanics. The association has been instrumental in assisting
the AOPA Air Safety Foundation in
the development of the PA-46 Safety
Review and the recent development of
the Reference Manual.
M-MOPA promotes safe flying and
provides the membershipwith an array
of benefits including the M-MOPA
publication,the annual conventionwith
its phenomenal courses, training
I encourage each member to take
advantage of these benefits and to keep
your board and officer members
informed of your suggestions and
criticisms.
All of these benefits are to assist
each of us to be a better pilot and to fly
a well maintained plane. As a general
aviation aircraft organization, the
M-MOPA enjoys one of the best
reputations among the vendors, the
insurance industry and amongthe flight
instructors that provide PA-46training.
It's all in the mixing of
High Technolog
& Craftrmans~
To
enjoy the m y a "new" aircraft
looks and feels, get ready to pay hundreds
of thousands of dollars. But, smart aircraft owners
know there's a way to beat that cost these days.
Have your interior/exterior rejinished by the most
recognized craftsmen in the country.
For years, turbines, twins, and singles have come to Oxford Aviation in every condition imaginable. Maybe they choose
us because of our high technology and our meticulous attention to details. With over 1000 aircraft now carryingthe Oxford
Aviation placard, we've earned the distinction of creating a "Jeet ofsatisfaction."
Maybe they choose us because of our state-of-the-art drying and mixing rooms, our downdraft spray booths, control
balancing, or our superb interior craftsmen and design staff who handle everything from a Cherokee to a Metroliner.
With our greatly expanded facility and new technolog, more slots are now available in the coming months.
On the ramp, if they ask, "1s that new?". ..tell them, "It'sbetter than new..it's been
@nished by Vord Aviation."
OXFORD
Refinishinflthe Cmft.,.Refinin
the
flDrwm.
75 Number Six Road, PO Box 990, Oxford, Maine 04270
, 4 a / i ~ i r a gMagazine
e
Fall 1997
Page 38
(207).539.4779 FAX (207).539.8441
E-Mail: OXFRD @ AOL.COM FAWM Certification #OACR 582 S
Monday: Awake (too early) from 4:00
on. Do the usual get-moving thing at
5:OO. Get in the car at 5:45. I'm running
10 minutes late for start of the 5th annual
off-to-Mexico in the Malibu! MBT to
CRP to Matamoras 872 nautical. Duats
showed about 5.5 hours.
The forecast last night showed:
AIRMET IFR ...Tx La Ms and cstl wtrs.
From LFK to MCB to MOB to 120 ESE
PSX to BRO to 80 WNW BRO to SAT
to LFK. Ocnl cig blw 010/vis blw 3sm
br. Conds contg byd 09Z thru 15Z
(Interpretation: From L u f i i n t o
McComb, MS to 120 ESE of Palacios
to Brownsville to 80 miles WNW of
Brownsville to San Antonio to Lufkin).
The TAF in BRO was from 1500Z
1713G20kt P6sm sct0 18. Route fcsts
were basically: br, vcsh and tsra.
climbing, avoiding large wet clouds and
possibly an approach at Matamoras. Good
enough to go. Winds were best at FL180
if you can call 60 knots just off the nose
the best. BNA: 2660- 16, MEM: 255317,JAN: 2436-15, SHV: 2342- 15, HOU:
2324-14, PSX: 2321-1 3, CRP: 2420-13,
and BRO: 25 13- 1 1. In reality, we had 60
knots hindering us until NE of HOU. The
actual temperatures were warmer than
normal so the wx hadn't moved as the
prognosticators thought.
able to decide, we would have an hourplus fuel for an alternate at BRO just 12
miles back North.
George and Joyce Meisenholder have
joined us for this trip. He spots the cirrus
clouds that appear to conform to curve of
the NW Gulf coast. He has some
interesting understandings about clouds,
wind and weather.
Continually during the
flight, the total flight time
was monitored to see if a
precautionary fuel stop is
to be made. For the first
two hours there was no way
we were going to make it
nonstop to Matamoras.
Forecasts are forecasts, so I read them
to mean we would do some weaving,
Fall 1997
.
Page 39
Malibu Maintenance - Continued from Page 13
This is usually caused by a blocked
manifold valve vent line.
3) Engine runs rough and fuel flow
is high.
This usually indicates a leak in the
fuel system. Check for leaks before
further flying. It is also a good idea to
check for leaks immediately after work
has been performed on your fuel system.
Engine dies after starting.
High CHT indications in climb.
Loss of RPM at takeoff.
High or low fuel flow at takeoff.
Never make adjustments to your
system basedon thegaugesin yourcabin.
Proper adjustment can only be accom-
plished by a qualified, experienced
mechanic using accurate test gauges.
TCM S.I.D. #97-3 recommends that the
system be checked and adjusted yearly.
The Textron TI0540-AE2A Bendix
fuel injection system used in the Mirage
will be covered next issue. WOPA
4) Engine runs rough and fuel flow
is low.
This suggests arestrictedfuel nozzle.
Next I would like to talk about proper
fuel system set-up which is vital to
prese~ingyour engine. If you have
experienced any of the following, your
fuel system may be improperly adjusted:
Engine hesitates during acceleration.
IAIRCRAFTCOVERS
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.
Fall 1997
.
Page 40
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4 Direct connection to Piper's Parts Distribution Center
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4 Network of Authorized Sales Affiliates conveniently
located through out Columbia's territory.
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One call Comects You To 35 Malibu/Mirage Experts!
Experience The Columbia Difference!
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Groton-New London Airport
Groton, CT 06340
FAA Certified Repair Station #S05R204N
Phone: (860)449-8999
Fax: (860)449-9924
Email: columbia@pcnet.com
Fall 1997
Page 4 1
Malibu to Mexico - Continued from Page 39
The Surprise of the Day
On landing was the constant wind at
25 knots right down the runway. Made
the first turnoff, thank you. The only
general aviation showing here are some
sad looking hulks at the south end of the
ramp in the weeds. There are several
copies of the paperwork shown to properly
enter the country of Mexico. Also shown
are the arrival and one flight plan. Soon
after departure, the Stormscope showed
quite a few green dots perhaps around
CRP. On the map, Matamoras (MMMA)
to Cuemavaca (MMCB) is close to a
straight line. Basically, you have to fly
the published IFR routes. We only got
one vector that helped cut off a few milcs.
Our clearance was UJ19 airways to
Tampico (208 Miles), Pachuca (137),
Mexico City (48). then to Cuemavaca
(46) total of 439 nautical. Due to
headwinds our GS going was 146. Going
back to MMMA on Saturday it was 175.
Only One Blossoming Cuniulus
Overall on this leg the wx was cloudless
except for one late afternoon blossoming
cumulus just to the west of our destination.
r m M A DO6C.l*.
DlRECClON GENERAL DE AERONAUTICA CIVIL
REPORTE DE LLEGADA EN VUELO DE RUTA
SECREIARIA DE CCIMVN,wmES
AEROWERTO EN
............................................
........L?..LI.C'.~
Y TRANSPORTES
........................................................................................................
..............................
.
Fall 1997
.
Page 42
. 5v....:
":,
-,.".""'. . r... ........
.................... .--..........
.
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,
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. ....5
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3
!
Malibu to Mexico - Cont'd from the Previous Page
Very hazy though. 30milesfrom destination,
the Mexicocentercontrollercancelled radar
coverage at 14,000 (MEA across MMMX)
and told us to contact the tower.
We had filed for 18,000. Asked for
lower across Mexico City to 16,000. At
this point in the flight, there is a 12,000'
mountain right under us. MMCB is at
4200 agl, obviously in a valley. Dropped
the tires and two times around the field
later we are on final -still high, but ok.
Tower cleared us to taxi and park. I know
that is what he said!
General Aviation planes here consist
only of some 152s, and 172s with several
twins around. We are pointed to a parking
place nearby. The airport manager,
Francisco, meets and greets us. After all
the howdys, etc., Francisco really insists
on carrying my flight bag and Jepp book
to the terminal. (A real good tip for
airport managers!)
Ramo ds Responsabllidad Civll (Aeroneves T u n s a r )
P~blm
Llab!l:ty (Tourlst arcraft)
Cendicados PdlizaAb!tna No. RCG.
Cerriflcatc lo Open Pollcy No.
U w
IUPW
Panicularw (Rivats)
A y d a lnd. (lnd A d )
No,
1070-FIMI
Rims ( R e m w m l US S38.
Comeiciales (Commercial)
Otros 10thersl
jUMA5ASEGURADAS IINSURED SUMS)
Cobertura L m t s Unlco combmado para btsnes y parsonas
par acontearn8ento hasta
ICwerage) C m b m M 9Ingle Itmd p r w e n m s n l p m n s
axel passsnaers wr ocurrence UP 10)
US 8
100.000.
No AC or Heat Needed Here
Our week of great meetings were
held in the Hotel Del Prado. This hotel
is located on rising terrain above the
city. We guessed the elevation here to
be 6,000 -7,000 feet. Anyway, we had
to breathe a little faster up there. This
is the land of eternal spring!
Transient Treatment
Time to head back home. Now, it is
up early an ~ f to
f the airport. We were
all surprised to see so many
cars, people, and activity.
We were told the airport
opened at 7:00 AM. We
are early by 10 minutes.
The
lobby is filled with all
>
kinds of Mexicans itching
<
to get on two 727s waiting
on the airline ramp. We
move into the crowd heading for the Commandante.
Francisco spots us and
waves us to the head of the
line, through anew security
device and beyond to the
famous Commandante's
office.
par acont
L m t e s tert~tormles
Pllotos Llcencta valnda
v en vlgor
estanda 10s ~ l l o t o st r l ~ u l a n l e sautorlzsdos y capacttados para nspular la aeronave ssegurada
IRiolsI Vahd and m force lkense bmng pllols duly authowed and capable of flymg the *nsured awuaft)
En cons&racton a la w m a pagada por el asegurada SEGUROS LA TERRITORIAL. S A. emends e l prawntsceadrcado pot
conduct0 de sulsl agentelsl autwmdolsl, amparando la seronave descrlta en el orerenle certlttcado contra 10s rteylos dsrcrmtos al
rcvsrso durante la wgencla Iamb~Anmancfonada
All the 152, 172, 727
pilots are filling out flight
plans. The Commandante
takes our IFR flight plan
for 2 1,000. There is no wx
briefing. He picks up the
phone to Mexico Center,
looks at me and says, "He
got it." Francisco lifts the
last 336 Pesos (Today
1$=7.71 Pesos) for landing
and parking. We head to
the plane.
Time To Go
Tats. 5904786. 5 W 2 %
Fax: 563-7043
EN CASO DE ACCIDENTE .I aragurado debera dar avoso lnmedlalo el Merits sutwozade s rus of,emss ~ e n o r a l na la C t d a d
M1 MIXICO D F POI la via t e l e f f i n ~ ao tslegrbf,ca y Wsterwrmsnts por arcrrto dsntro de 10s s~gusntescmcodhs hdbnles des
puds del a r r d s n t e
.
-
IIN CASE OF ACCIDENT Ihe Insured shall mmedmately naldy the authwtzed Agent vra telephone or cable to Its General offices
In M e x w Cllv acd furlherly m l c s in wrmno shall be glven wnhm 5 w&mp days after the date o l aemdentl
After preflight, we call
tower fortaxi and clearance.
Tower response is: "Four
three three six whiskey"
(apologetically) "we have
no land line to MMMX.
FaN 1997
Page 43
Climb to 14,000 over the Tequis VOR (8
miles away) and call MMMX for
clearance." I n the meantime, one fully
loaded 727 has used up all the 9,000'
runway getting off the ground. We are
cleared to back taxi and runup. Tower
chases off a 152 to do circles for 5 minutes
until we complete the runupand takeoff in
5-7 knots downwind.
Spectacular Scenery
From now on, i t i s a 40 minute climb
to 21,000 with some super spectacular
scenery. MMCB i s in a valley basically
surrounded by mountains. You can see
for miles.
Some 50 miles away you can see the
active volcano Popocatepl which tops out
at 17,900. This year, i t has acloud puff on
the NE side. Last two years, it was
smoking. Mexico has another volcano
nearby at 17,600 but i s in a non-smoking
section.
Continued on Paae 46
Ihave never been manager of Piper's training center, just an instructor there, nor
have 1beenmanagerofany nationallyknown Flight Center. Ididown andoperate
my own FAA approved flight school. Ihave conductedover 450 Malibuinitialand
refresher schools including 50 in 1996 while obtaining 11,000 pilot hours.
Refresher From $345.00
Initial From $995.00
Client Recommendations
I have flown with Lesterfor the past nine years since my initial training, and what
I like about Lester is his way of correcting you and advising you about what needs
to be improved. In addition, his mechanical knowledge of the aircraft has more
than once led to a needed fix of potential problem. I now take recurrent training
every six months including night and IFR, and never fail to learn something new
on every visit. Highly recommended.
Sy Weiner
For Scheduling or Further Information
Call Factory, Inc. 561=562-5438
I
.
Fall 1997
Page 44
MALIBUMRAGE SPECIALISTS
Kevin Mead, A&P, IA, leads Flightcraft's MalibulMirageteam. Nationally recognized as a leading MalibuMirage
expert, he is also a regularly published columnist. A staff of ten maintenance veterans and a Bendix/King
avionics expert provide superior technical support. As Northern California's only Factory Authorized Piper
Service Center, Flightcraft's Hayward facility combines MalibuNirage experience with factory support and an
extensive parts inventory.
AFTERMARKET PRODUCTS
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LOCATION
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As a full-service FBO, Flightcraft offers complete aircraft maintenance, avionics, parts, charter and ground
service support.
CALL THE MALIBU/ MIRAGE EXPERT
-
19990 Skywest Drive Hayward, California 94541
a PAPE' GROUP company
way to see the world!
The World's Largest City
Then you look as far as the eye can
see for Mexico City is reputedly the
largest city in the world. Last estimate
at 26,000,000. In the Southeast comer
of the city you can see two small
volcanoes with large cones. They look
like giant black anthills. You can also
see the pyramids. Hey, pilots this is the
A few miles further northeast, there is
terrain that is relatively flat. Then
suddenly, it drops off into sheer depths of
hundreds of feet. It looks like a carpenter
has taken a jig saw and cut rugged holes
at random. There are spiny-back peaks
with thin roads lining the tops of them.
Look over there -there is a small village
of some 20-30 homes sitting high on the
mountain nestled right at the base of a 90
*rxrco
l S C T L
PLAN DE VUELO
FLIGHT PLAN
s€neam
degree vertical peak. From our view here
at 21,000, it looks like if you pushed the
houses 10 feet, they would go crashing
down the mountain.
Then we pass over another mountain
range. Here the mountains cradle fog and
hold clouds to its east and northeast sides.
Briefly, we are now in and out of some
patchy, thin, murky clouds. Soon we spot
the Gulf of Mexico. This part of Mexico
is low, flat and marshy. For most of the
coast it appears as one long
Daytonastylebeach-but with
nobody on it.
Duty Calls
We tried to place a phone
call to U.S. Customs and
Immigration without success.
So, 100 miles South of
Brownsville, we made radio
contact with Rio Grande Valley
Approach requesting notificationof our arrival. He calls
back in a few minutes. He put
the job off onto BRO tower.
We are covered. Back into
MMMA, it is blowing again
out of 150 degrees at 25 knots.
I overestimated the time to
clear the country here. So we
spendabout 15minutes waiting
for our timing to work out as we
will need to be at US customs
after 11:00 AM.
Headed for Hamburgers
Customs at BRO are kind,
and courteous; however, I get a
grade of only 50 on my handwriting! We finish BRO off
with one good American hamburger. 872 nautical miles and
four hours later, the Malibu
squeaksontorunway18at MBT.
It is good to be home again.
Our next foreign country?
Marsh Harbour in the Abacus,
Bahamas. It's time to Malibu
again! M-MOPA
Fall 1997
Page 46
1. Hold CWS down, manually
exercise the elevator up and down
smoothly to remove ice that may
have built up under the elevator
horn.
2. 10 gallons or 60 pounds maximum per side.
3. 60 amps on the Malibu and 70
amps on the Mirage. It is important
to know this so as not to overload
the remaining one after a failure.
4. First cycle the failed alternator
switch to try for a reset; check for
failed circuit breaker. If you do not
get a reset, make sure you get the
load below the output-of one.
5. Kill all electrical power by
turning off master switch and both
alternators.
6. Auxiliaryheater, air-conditioner
and those items on the de-ice panel
are some of the higher ones; also,
the gear pump when gear up or
down.
7. Immediate cabin rise, discomfort in the ears and a rapid loss
of manifold pressure. Head for a
landing ASAP as you might be
losing all of your oil overboard.
8. Most likely the magneto pressure line came off or burst. This has
been a common problem, though
frightening, not dangerous.
9. Fly the aircraft. Most likely
some part of the transducer has
failed; another common problem.
However, it must be repaired before
the next flight.
ja31 pays 01 slooq ayl%qsp.~a
-xa uayM . ~ o ~ e ~pm
a ~1opdome
a
ay) y q auop
~ aq ppoys 1 e q ~
-7
DES MOINES FLYING SERVIC
Now IT MEANS
WPILATUS
Too!
MaliMimge Magazine
Fa# 1997 Page 48
I
w
I
in a high humidity environment. Naturally,
when the airplane enters the colder climes
above, then condensation takes place and
the problem becomes manifest.
he hot plate on the Malibu is
simply a piece of plastic with
embedded wires for heat that is
mounted on the windshield using agasket
and silicone sealant. This plastic is
equipped with a temperature sensing
device which automatically tums the
panel on and off during operation to
maintain an ice free area in front of the
pilot. This sensing device also keeps the
unit from overheating.
When you do your preflight, check
this panel. Sometimes you will see no
indication of current drain because the
sensing device basically cuts the current
off above an ambient temperature of 75
degrees Fahrenheit, according to the
POH. I have found that this varies by as
much as five degrees on the hot side.
One of the problems with this unit is
the collection of water behind the plate.
At our annual meetings, I have noticed
several of the Malibus with a small puddle
of water sitting in the bottom ofthe airspace
behind the hot plate. There are several
obvious causes for this. Certainly, the
presence of a poor seal between the hot
plate, its gasket, and the windshield will
allow moisture to enter this space.
Probably one of the most common causes
of this problem (particularlyat the factory)
is the fact that the hot plates are installed
To solve this problem, first be sure
that you have a good seal of silicone
completely surrounding the plate. This
can be somewhat messy particularly on
the lower part of the plate where it is
difficult to get to the gasket/windshield
interface. The sides and top are easy.
Get your mechanic to help you with this.
Most of the mechanics have good
techniques for applying the silicone in
difficult places. Next, replace the air in
the space with dry nitrogen. This can be
done on any of the hot plates by the
following technique.
with the windshield and hot plate. Be
careful not to let the needle tip scratch
the plastic - it shouldn't even come in
contact with the surfaceof the windshield
or the back surface of the hot plate.
Ideally place these needles an inch or
two apart and at the apex of the hot plate.
Insert the third needle through the
gasket at the bottom, lower left hand
comer looking from the pilot's seat out.
(The lower right hand comer from the
outside). Here again, be careful not to
scratch the plastic and then connect the
K-50 connector to the lower needle. Use
masking tape to support the needle/K-50
connection so that the needle won't
wobble in the gasket while you perform
the following operation.
First you will need to obtain a source
of nitrogen. Here again, your mechanic
usually has a bottle which is used for
strut maintenance, etc. Buy a toy
mettalized type balloon and have your
mechanic fill this balloon with nitrogen.
You will need to come up with some
type of adapter depending on your type
balloon. Additional supplies that I used
comes from the medical business.
Hook the other end of the K-50
connector to the three way stop cock.
Use the other K-50 connector to connect
your nitrogen filled toy balloon to the
three way stop cock. Then connect the
50 cc syringe to the three way stop cock,
and then proceed to exchange the air
filled space with Nitrogen. Push gently
on the syringe-allowing sufficient time
for the air to be evacuated through the 18
gauge needles at the top of the hot plate.
1. Three #18 gauge disposable
needles. The kind used to draw blood or
infuse IV solutions.
2. Two K-50 connectors - These
consist basically of two pieces of plastic
tubing approximately 18 inches long with
connectors oneach end, that will connect
with the needle and a three way stop
cock.
3. A three way stop cock.
4. One fifty cc syringe.
5. Three 3cc syringes.
6. New tube of clear silicone sealant.
After going through about 500 to 750
cc's of Nitrogen, there should be no
significant air left under the hot plate
and, therefore, no moisture. Place a
small amount of silicone in each of the
three 3-cc syringes, and then connect
them to the needles one at a time and
withdraw the needles and inject a small
amount of silicone in the needle tract.
This will seal the "needle hole." Be
careful and don't inject silicone into the
space under the hot plate.
At the top of the hot plate, insert two
of the 18 gauge needles through the
gasket so that the needle lies parallel
This technique should allow you to
remove the moisture and prevent condensation behind your hot plate.
MalibMirage Magazine
Fall 1997
Page 49
Sy is a past president and a founding member of the Malibu-Mirage Owners and
Pilots Association. A retired physician living at the Spruce Creek Fly-In in Daytona
Beach, Florida, he started flying in 1975, obtaining his instrument rating three years
later. S y began flying with a PA28 and then on to several PA32 models and finally
bought his 1984 Malibu in 1987. He has accumulated approximately 2,000 hours in
N77LS. Using his Malibu for personal and business purposes, he takes recurrent
training on a regular basis.
One of the outstanding features of
the PA-46 is its capabilities of long high
altitude flight. With long range tanks, at
reduced power (55%), as much as ten
hours - or at 65% eight to nine hours without refueling. Often we are crossing
time zones and are at cabin altitudes of
8,000 feet for prolonged periods of time.
There are two scenarios: one with a
single pilot, the most dangerous, and the
other with a copilot, a more benign
situation. I would like to address the
former and some of the unique physiologic stresses:
1. Extreme dehumidification with
resultant dehydration
2. Reduced 0 2 partial pressure (1011 lbs per sq. in)
3. Low level vibration
4. Postural deformation with contracted hip flexors and external rotation
of hips and flexed spine (centralcollapse)
5. Possiblecold or very hot exposure
due to the greenhouse effect in the cockpit
6. Often a lack of appropriate
nutritional input
Many of these conditions can lead to
an altered physiologic state leading to a
decrease in performance in the air and on
the ground. If one were to eat a
carbohydrate-laden snack, and perhaps
repeat the snack, we can easily visualize
insulin pouring out of the system with an
incrcasc in glycogen stores with no
need for glycogen and a resultant
hypoglycemia. In one to two hours, this
will lead to a sleepy pilot who concentrates poorly on cockpit tasks.
levels 2-3% ormore if you are somewhat
unsaturated to start off with.
Another scenario is the markedly
contracted hamstrings and hip flexor;
with foreshortening of these muscles
along with the possibility of cramps
during the flight, can be very nerve
wracking in the cockpit and very
uncomfortable on the ground.
Stretch during each flight and
especially when on the ground, e.g.,
hamstring, calf and head and spine
stretches. These can be done with little
difficulty as a single pilot. There are
many books and airline material on
stretches that can be done while in a seat.
The hip flexors and hip rotators need to
be stretched after the flight. These
stretches are particularly important in
older men.
Dehydration could also lead to light
headedness and fuzzy comprehension as
well as sensitizing one to cramps.
Vibration could fatigue muscle groups
especially in a reduced oxygen environment. The reduced oxygen tension in
those who smoke or have arterioscleortic
disease could be enough to bring on a
variety of organ symptoms including
angina and brain ischemia. Also, most
have found that all the above factors lead
to a very tired pilot who, after long trips,
responds nicely to some 100% 0 2 .
What Preventative Measures
Can RP Taken?
A. Drink 8- 12 oz of water or other
fluid every hour or so.
B. Eat a snack of carbohydrates in a
1 to 1 ratio to protein, e.g., yogurt,
cottage cheese with bread and a small
amount of peanut butter. Keep away
from machine foods, lots of fruit and
cookies, etc.
D. Keep warm at all times. Cold will
cause many thermo-regulatory alterations which can be an additive to many
of the other factors above.
As pilots, we need to be refreshed as
much as possible at the end of the flight
because that is when the workload
increases. There are many exercises that
can be devised which I have gleaned
from my dance training and are
appropriate in the cockpit. You may
know of some other exercises from your
own background.
Many of the points above have been
summarized from my own flight
experience in the PA-46 over a 10 year
period. They have worked for me. Try
some of these remedies and tell me what
happens. I think you may be pleasantly
surprised.
C. Use 100% 0 2 for 20-30 minutes
Stay safe, healthy and comfortable
perflight using the canulas or mask set at flying Malihu - the greatest flying
M*MOPA
18,000 feet. This will boost your 0 2 machine ever!
MalibrrMimge Magmine
Fall 1997
Page 51
M MOPA OFFICERS
AND BOARDOF DIRECTORS
THE BOARDOF DIRECTORS
OF THE MALIBU~MIRAGE
OWNERS
AND PILOTS
ASSOCIATION
HELD ITS SEMI-ANNUAL MEETINGAT THE NASHVILLE
CONVENTION.
THE BOARD
AND THE MEMBERSHIP APPOINTED AND ELECTED THE FOLLOWING:
DAVE
COATS,
PRESIDENT
AND DIRECTOR
MELRUSHTON,VICEPRESIDENT
AND DIRECTOR
MARK
SWATEK,SECRETARY
TREASURER
AND DIRECTOR
BILLALBERTS,
DIRECTOR
Russ CAAUWE,
DIRECTOR
JOHNFOSTER,DIRECTOR
LARRY
LEE,DIRECTOR
SY WEINER,
EX-OFFICIO
HEATHER
BLANCHARD,
EXECUTIVE
DIRECTOR
.
Fall 1997
.
Page 52
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For information call
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Inside Front Cover:
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THEFOLLOWING FACILITIES OFFER INITIAL AND/OR RECURRENT
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Classified Rates
F.A.C.T.O.R.Y., INC.
VEROBEACH,
FLORIDA
The classified advertising section includes
used aircraft, services and used equipment.
Three column format (column width 2-3/16").
(561) 562-5438
Regular line classified (42 typewritten
characters per line - including spaces).
Per insertion
Publisher reserves the right to refuse or withdraw advertising. You will be invoiced for
payment.
Camera copy only. Overall magazine size is
8-318" X 10-718".
For space requests and scheduling, call
Heather Blanchard, Executive Director
MMOPA Headquarters
1937 Grape Street Denver, CO 80220
(303) 399-1440 1Fax (303) 394-2539
Send all ad materials to the Publisher:
The Jemar Company
3488 North Valdosta Road ISte 200
The MalibueMirage Magazine is currently distributedtoallregistereddomesticownersof the PA-46
aircraft, i.e., approximately 700i. Distribution to
activemembersworld-wide isapproximately385+.
INITIAL
AND REFRESHER
TRAINING
Fall 1997
.
Page 54
TRAINING
AVAILABLE AT FACILITY,
PROVIDED ON REQUEST
OR CAN DISPATCH TO OWNER'S
JAY ALLENIS DIRECTOR
OF
MALIBUTRAINING
BASE ON REQUEST
FLORIDA SpruceCreek Fly-in-America's
Premier Fly-in Community. 4,000'paved
lighted runway, paved taxiways, full service
FBO, golf and tennis Country Club, 24 hour
security, 15 minutes from Davtona Beach
~ntern&ionalAirport and the ocean. Pilots
Serving Pilots. Pat and Lenny Ohlsson,
Spruce Creek Fly-in Realty. 800-932-4437.
Evening 904-761-8804.
I
INITIAL
AND REFRESHER
CALENDAR
September 23-27,1998 - 8th Annual Convention
To be held in San Antonio, Texas.
-
.
--
libu is an mlane
Not a Beach
You no longer have to be concerned about your Malibu insurance. Simply call Professional Insurance Management
- the ONE insurance agency that completely understands your protection needs - and let them take the
worry out of your life. Mona Rathmel or Tim Bonnell of
Professional lnsurance Managizment will handle everv aspect of your aviation insurance exactly the way you want it -I
because they know Malibus and the ~eoplewho fly them. 7
-n
Professional lnsurance Mlanagement is a memQer
of The Malibu~MiraaeOwners a
-
J
s7
I
.?-.1.
Call to1I-free 1-800-826-4
Professional
Insurance
Management
V
AVIATION INSURANCE
2120 Airport Road
I? 0. Box 12750 Mid-Continent Airport
Wichita, KS 67277
1-316-942-0699 FAX 1-316-942-1 260
t
I
t is a cold, icy
night a n d you're
flying your Malibu
in IFR conditions.
Then all a t once, t h e
electric system fails. Sound
like a b a d dream? At Attitudes, ,,
Piper A b a f t ' s only approved training
enter, w e recreate high stress situations just , I
simulator so if they e v e r do occur,
I
7
,-,I->-f"
t
,fic simulator for Malibu a n d Malibu
. In our simulator you will gain invaluable
rse weather conditions a n d system malfunctions t
~ m p o s s i b l eto duplicate in real flight. In fact,
ions are so realistic a n d effective that several
.; nly approve Attitudes' trainin
hi
Attitudes n o t only has t h e highest quality, m o s t thnr&ugh training
available for Malibus a n d Mirages, b u t a l s o p r o v i d e s training programs for Aerostars, S p e c a s and Saratogas. ,
l!,4.
8
I
L

1 - mmopa

Transcription

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