2006 Fall.indd - Pilatus Owners and Pilots Association

Fall 2006
popa
From The President...
A
O
T
S
s I sit here and contemplate the article for this issue
of the POPA newsletter, I watch in horror the events
unfolding in the U.K. Terrorists have once again tried to
utilize airliners as bombs. While I write this, their plot is
still unclear, however the fear and concern that surrounds
the flying public is very much a reality once again. The
commercial aviation community faces disruptions,
delays and cancellations due to the increase in national
security.
he unfolding events made me question is flying
safe? As pilots, we are often approached by friends
or business associates after an accident or incident as
an expert when something like this happens. We look
into our crystal balls and try to analyze the events with
very little facts and then provide our conclusions with
certainty. So is flying safe? NO! Now you are wondering
what would possess the new president of POPA to say
that flying is not safe. This is a statement that you would
expect from a non-pilot.
I
f we deny the fact that general aviation is a risky
activity even if performed by intelligent, capable,
achieving people, we hamper our ability to manage or
reduce the risks we face every time we engage the starter
on the Pilatus or any other aircraft. What is needed to
reduce accidents and enhance safety is a cultural change
that recognizes and acknowledges the risk inherent in all
planes.
n a recent trip I was asked “is it safe to fly”, and I
used the standard response ‘the most dangerous part
of this trip was the drive to the airport’. But statistically,
it’s not true. Studies show that you are seven times more
likely to have a fatality in a GA airplane then you are in a
car, per mile. People say, well per hour is what counts, so,
okay, say three times as likely, because an airplane is more
than twice as fast. Interestingly Airlines are 49 times safer
than GA per mile, which means cars are seven times more
dangerous than airliners.
Consectetuer #400
Volume 9, Number 4
Pilatus Owners & Pilots Association
o is flying safe? The definition of “safe” means
“without harm or risk”. I don’t believe it’s possible to
fly without some risk; however we can reduce the degree
of risk through education and training. Safe may be an
inappropriate word because it focuses on the wrong thing.
It focuses on the absence of risk, and there is no such
thing as the absence of risk especially when we are talking
about flying. When we look at flying, I believe you can
categorize risk into four categories: the pilot, the aircraft,
the environment and the external pressures, or the have to
be there factor.
T
he NTSB statistics show that 85% of all turbine
aircraft accidents occur with perfectly good airplanes,
meaning that the pilot was in error.
T
he issue that is on the mind of many PC-12 operators
is how do we enhance or increase the level of training
available to the Pilatus
community? How do
In this Issue...
we increase the training
2006 Convention Dates and Location Announced.......... Page 3
challenges and develop
Phil Rosenbaum
risk management skills
Fear of Flying............................................................. Page 4
that create a safer flying
Michael McKendry
experience? The POPA
Flight Plans and Flying into Mexico............................ Page 6
Board is proactively
Patrick McCall
working on developing
Successful Trip to Oshkosh 2006.................................. Page 10
training
solutions
Jodie Kranz
that will enable the
PC-12 Helps Build Ethanol Company........................... Page 12
POPA
membership
Eric McAfee
the
opportunity
to
The Good and The Bad................................................ Page 13
participate in enhanced
Mark Smith
training courses that
From Ft. Lauderdale, FL to Jackson Hole, Wy.............. Page 19
will encourage a safer
James Carter
and more risk adverse
Members Speak Up (Cockpit Configuration)................. Page 21
membership.
Bob MacLean
(Continued on Page 2)
SAVE THE DATE!
From The President
(Continued)
2
H
owever, it’s up to our membership to work together
in facilitating an open communication environment.
Utilizing the POPA website to share experiences and
lessons learned will only benefit fellow members. As the
Board embarks on the daunting task of safety and risk
management training, we encourage members to share
their views, thoughts, or recommendations with us either
directly or via the website. As we enter into our eleventh
year and watch the Pilatus fleet grow, we challenge all
members to participate in this endeavor.
I
also want to take an opportunity to
personally thank Phil Rosenbaum for his
tireless efforts. As the past president of POPA
and current board member, Phil has provided
strategic direction, leadership and a true
commitment to our membership during his
term. I share Phil’s passion and dedication
to POPA, and look forward to my term as
current President.
TP
y Carter
OPA President
S/N #370
Atlanta, GA
11th Annual POPA
Convention
April 26, 27, 28, 2007
POPA 2007 - SanAntonio, Texas!
x
x
I
Nearly $260 million economic impact
A real Texas-sized festival!
A
dditionally, there are numerous activities and attractions of
the San Antonio area that should be of interest to partners,
as well as attendees looking to extend their time in Texas. Most
San Antonio visitors are familiar with the Alamo, which is less
than a 5 minute walk from our hotel. Also in the immediate
area are Sea World – San Antonio and Six Flags Fiesta Texas
amusement park. Throw in a few art museums, some spectacular
shopping venues,
and the days will
pass quickly!
F
fun San Antonio Riverwalk in the heart of San Antonio. The
hotel will be offering convention attendees the discounted
price of $249 per night for the dates of the convention, as
well as up to 2 nights before and after the convention for
those who need to see more of San Antonio. Once you have
experienced this property, you will understand what a bargain
this rate is, especially during…..FIESTA!!!
T
his year, the convention happens to coincide with the final
weekend of San Antonio’s annual Fiesta San Antonio. For
a little history…In 1891, a group of ladies decorated horsedrawn carriages, paraded in front of the Alamo, and pelted each
other with flower blossoms. The parade was organized to honor
the heroes from the battles of the Alamo and San Jacinto. That
original
Battle of
Flowers
parade
became
an annual
event and
has grown
into
a
multicultural
community celebration unlike any other in our country. For
2007, the expectations are:
x 10 days
x 100 events
x 97 non-profit member organizations
x 3.5 million attending
or those who
would like
to linger, within
15 to 20 minutes
flying
time
from KSAT are
Gillespie County Airport (T82) home of the renowned Hangar
Hotel (www.hangarhotel.com). The Hangar Hotel (a “top ten
in Texas hotel”) is a very upscale replica of a WW II Army Air
Force camp. In the surrounding town of Fredericksburg one
can find wonderful cuisine, history, antiquing, and a growing
viticulture industry. A few miles further brings you to Horseshoe
Bay Resort
serviced by
its own jet
port (4XS7).
The
resort
lies on the
shore of Lake
LBJ and is
the home of
the
Texas
Hill Country
Marriott.
Between water recreation, spa, golf, and fine indulgences, it is
a property that is hard to match.
S
o, MARK YOU CALENDARS!!! The official beginning
of the Convention will be the opening cocktail party on the
evening of April 26, 2007. The closing event will be the annual
banquet and auction dinner on April 28, 2006. Keep your eyes
peeled for more details. And…make your plans to come on
down to Texas!!!
See you there, Pahdnuh!
Phil Rosenbaum
S/N #289
Austin, TX
3
t’s official. The 2007 Annual Convention will be held April
26-28 in wonderful San Antonio, Texas. The host FBO
will be Hallmark Jet Center Million Air (www.Hallmarkjet.
com) at the San Antonio International Airport (KSAT). The
convention hotel, a mere 8.5 miles from the FBO, will be
the San Antonio Westin Riverwalk Hotel (http://www.
starwoodhotels.com/westin/property/overview/index.
html?propertyID=1167) located on the fabulous, famous, and
Fear of Flying...
4
W
hat is it that bothers you most about your flying
activity? Mechanical Failures? Icing? Thunderstorms?
FAA Checkrides? What about Loosing Your Medical?
G
etting out in front of the issue is best…exercise, proper
diet, good sleep habits, and regular visits to your physician,
to name but a few. It may be difficult to mitigate causes due to
family history and any associated predisposition.
W
hether we have been proactive in those areas or not,
loss of a Medical certainly is a possibility as we age.
However, we are lucky. You may not be happy with the FAA
at times, but the Federal Air Surgeon will grant a “Special
Issuance Medical” for conditions that are permanently
grounding in many other nations. Interested in a little “light
reading”? The following Part 67 subpart E regulations pertain
to Special Issuance Medicals (not a complete listing):
67.401 Special Issuance of Medical Certificates
67.405 Medical examinations: Who may give
67.407 Delegation of authority
67.409 Denial of medical certificate
67.411 Medical certs. by flight surgeons of Armed Forces
67.413 Medical Records
67.415 Return of medical cert. after suspension/revocation.
A
ccording to AOPA’s director of medical certification
Gary Crump, approximately 12,500 pilots are flying on
Special Issuance Medicals, with some 4,000 of those following
a heart attack (M.I.). There are relatively few conditions
the FAA won’t consider, but the ones that probably won’t
get considered include progressive coronary artery disease
(ischemic heart disease), double cardiac valve replacements,
serious psychiatric diagnoses, such as bi polar illness or
psychosis requiring medications, peritoneal hemodialysis, to
name just a few.
A
OPA has another useful tool, the TurboMedical®. AOPA
Members can fill out the FAA form 8500-8, in twenty
steps, check medications, and review the answers. The AOPA’s
assistance is without charge… unless you consider the $39.00
annual fee (one of the best values in General Aviation).
H
ow many of us have a long-standing relationship with our
AME? A good AME is worth his (or her) weight in gold.
They will be an advocate for you when you need one. In any
local area there are AMEs who will take on the advocacy role.
Speak with your fellow airmen, especially anyone you know
who has been “through the mill”. They may be able to direct
you to an AME who will walk you through the process.
I
n the Boston area, former U.S. Navy Flight Surgeon, and
Senior FAA Aeromedical Examiner Dr. Gary Kearney of
Longwood Urological Associates [319 Longwood Avenue,
Boston, MA 02115 (617) 277-0100] is a resource.
I
n medicine, there are Specialists, and there are the miracle
workers, the practitioners who are know nation-wide,
or perhaps world-wide. If you get into a real knock-down,
dragged-out battle with the Federal Air Surgeon, you’d want
the assistance of an organization like Virtual Flight Surgeons
Inc. and Dr. Quay Snyder, MD, MSPH [see: http://www.
aviationmedicine.com/].
C
olorado based VFS does it all, including expert witness
testimony. VFS is also the aeromedical service provider
for the NATCA controllers. I’ve had the opportunity to chat
with Quay at a number of FSF/NBAA Corporate Aviation
Safety Seminars over the years, and can think of no one I’d
rather have working on a difficult Special Issuance Medical
issue. VFS also has a “Medication List” that can be searched
should you have questions in that area.
From the FAA Website:
A
OPA and Gary are outstanding resources if you run into
a medical certification snag with the FAA. Gary says that
the most common reason for delays lies with the applicant…
“airmen don’t send the necessary records to the FAA in the
very beginning so the FAA has to write back to the pilot asking
for more information. Pilots need to take the responsibility
for their certification and educate themselves before they ever
bring the FAA into the loop.” He went on to say that processing
time for the aeromedical office is about 30-45 working days
once they have all the necessary information.
A
OPA members can visit http://www.aopa.org/members/
resources/medical.html for information on a multitude of
conditions, and review more than 300 medications and their
possible impact upon Medical issuance.
AME Assisted Special Issuance (AASI) for All Classes
f this is a first-time issuance for a disqualifying disease/
condition, and the applicant has all of the requisite medical
information necessary for a determination, the Examiner must
defer, and submit all of the documentation to the AMCD or
your Regional Flight Surgeon (RFS).
I
A
uthor’s note: You can gather all necessary documentation,
submit it, and receive a letter from the FAA authorizing
issuance of the medical providing the AME finds you otherwise
qualified. Your AME gets a copy of the letter as well. In this
instance you are not denied a Medical (Question # 13 on the
FAA form 8500-8). The Medical bears the notation “Not valid
for any Class after (date). For renewals, have everything into
the FAA sixty days in advance of the expiration. Always make
copies of everything you send.
(Continued on Page 5)
(Continued from Page 4)
he Guide refers to a number of selected medical
conditions that are initially disqualifying and must be
deferred to the AMCD or RFS. Following the granting of an
Authorization for Special Issuance of a Medical Certificate
(Authorization) by the AMCD or RFS’s office. Each AASI
has their own clinical criteria, by which an Examiner may
reissue a medical certificate to an applicant with a medical
history of an initially disqualifying condition, if otherwise
qualified.
A
rthritis, Asthma, Atrial Fibrillation, Bladder Cancer,
Breast Cancer, Chronic Lymphocytic Leukemia,
Chronic Obstructive Pulmonary Disease, Colitis, Colon
Cancer, Diabetes (Type II, Medication Controlled),
Glaucoma, Hepatitis C. Hyperthyroidism, Hypothyroidism,
Lymphoma and Hodgkin’s Disease, Melanoma, Migraine
Headaches, Mitral and Aortic Insufficiency, Paroxysmal
Atrial Tachycardia, Prostrate Cancer, Renal Calculi, Renal
Carcinoma, Sleep Apnia, and Testicular Carcinoma are
among the conditions covered, and hyperlinks are available
on the FAA website with addition information.
F
or more information see: http://www.faa.gov/other_visit/
aviation_industry/designees_delegations/e_ame_guide/
special_iss/all_classes/ or search “special issuance medicals”
at www.faa.gov .
AASI for Third-Class
ME Assisted Special Issuance (AASI) is a process that
provides Examiners the ability to re-issue an airman
medical certificate under the provisions of an Authorization for
Special Issuance of a Medical Certificate (Authorization) to an
applicant who has a medical condition that is disqualifying under
Title 14 of the Code of Federal Regulations (14 CFR) part 67.
A
T
he AASI’s listed below are presently restricted to
the issue of a third-class airman medical certificate.
An FAA physician provides the initial certification decision
and grants the Authorization in accordance with 14 CFR
§ 67.401. The Authorization letter is accompanied by
attachments that specify the information that treating
physician(s) must provide for the re-issuance determination.
If this is a first time issuance of an Authorization for the
above disease/condition, and the applicant has all of the
requisite medical information necessary for a determination,
the Examiner must defer and submit all of the documentation
to the AMCD or RFS for the initial determination.
For Third-Class: Coronary Heart Disease (to include):
Angina Pectoris
Atherectomy
Brachytherapy
Coronary Bypass Grafting
Myocardial Infarction
Percutaneous Transluminal Angioplasty (PTCA)
Rotoblation
Stent Insertion
Valve Replacement
S
o, if you run up against a medical challenge, get well, then
get the paperwork in order and get flying again… the most
common reason for the FAA not to issue a new Medical is that
the applicant gives up on the process.
Michael McKendry
avsafetyconsultllc@msn.com
Aviation Safety Consulting, LLC
111 Peaked Hill Drive
Hopkinton, NH 03229
(603) 661-0933
Michael McKendry is a 17,000 hour ATP, with ratings for single
and multi engine land and sea, helicopter, and glider, CFI, IGI
and Aircraft Dispatcher certificates. He has served as a FAA
Aviation Safety Counselor for nineteen years, and is a former
USAF Pararescue Specialist, EMT and CPR instructor. He has
substantial experience in the PC-12, and first hand experience
with the Special Issuance process. Mike was instrumental in
arranging for Captain Haynes to speak before the 2004 POPA
Convention.
5
T
FA
LIGHT PLANS...
ND FLYING IN MEXICO
6
1.
File both flight plans including your RETURN to the
US with FSS before you leave. [Keep in mind that
when returning to the US after your travels in Mexico you
must arrive back as scheduled or call FSS if you anticipate a
change in your US arrival time. The rule is simple with US
Customs: you need to FILE a border flight plan at least an
hour before arrival. Then, you must land within 15 minutes
of your projected arrival time. If you are not able to do this
you must update your flight plan at least 30 minutes before the
new arrival time. If you don’t, the penalties are severe.
2.
While flying in Mexico pay attention to your assigned
verbal check points before landing. (It is far less complex
than flying in the United States.) Also keep in mind that 99%
of the time Mexico ATC will NOT allow you to fly direct to
your destination operating under IFR. This is true even if you
have an IFR GPS. You will have to follow their published
Jet routes to the letter. As such, make sure that you have the
published Jet routes and approach plates in your possession.
You will be using them. I would recommend Jeppessen. They
provide a great package.
In any event, Mexican ATC will usually never allow you to
“cut the corner” and go direct. In addition, if you are planning
on flying at night you MUST fly IFR. No exceptions. This
means that your altitude must be FL200 or greater. You can
now fly single engine IFR day or night. VFR is only for day
time. If you fly VFR then you can fly direct, via GPS. In fact,
if you fly VFR and assuming you are not within one of the
Mexican TCAs you will have no radio contact, i.e., no flight
following.
When you arrive at the Mexican Airport of Entry taxi to the
General Aviation area and exit the plane. I would suggest
that you stay next to your airplane for a few minutes so as to
determine if a military officer will be greeting you. Many times
young military personnel will greet you at your airplane. They
usually want to see your pilot’s license and registration [and
Mexican flight plan] when applicable. That’s all they need to
see. They may do some light inspecting. Once they have done
their thing then go to the flight plan office [however, try to
leave someone responsible at the plan at all times. Keep an
eye on your aircraft or have a passenger watch it while you are
in doing paperwork. There have been times when an airport
personnel has decided to help himself to cds, etc.]
3.
At the flight plan office you will close your flightplan.
(Simple form in office. One sheet) In addition, expect
several additional stops at the airport. You will be handed
a document and then expected to go to the different stations
and get it stamped [customs, immigration, airport fees,
Comandante, etc.]. Depending on the airport, the “stations”
may all be in the same building. Some airports require you to
go the main commercial terminal. It is hit or miss.
x
Ask them to prepare a new flight plan if you plan on
continuing your flight. [Keep in mind that you can only fly
from a US airport non-stop to a qualified airport of entry. From
there you can fly to a non-airport of entry so long as you have
been provided a flight plan to fly to that airport. Rest assured
that ALL of the non towered airports have military monitoring
the airport. The military will come to your airplane so as to
confirm that you have a properly documented flight plan.
x
You will need to pay for a new annual permit on your
first trip in the calendar year. Expect to pay approximately
$53 no matter what size aircraft you have (SAVE THIS
DOCUMENT WITH THE RECEIPT for future trips during
the same calendar year.) This is a one time fee. Make sure your
pass is authorized until December 31st of the calendar year.
Look for “Hasta Deciembre 31” on the letter. Don’t be fooled.
They will usually only give you a one month pass UNLESS
you ask for it. Remember you only need one of these passes
each calendar year. However, again always keep the original
with proof of payment.
x
Pay landing fees (minimal; maybe $40-$50 or less).
x
Fruits and vegetables; don’t bring them or at least eat
them before you land.
x
Fill out a Customs form. One per family is required.
Expect an inspection of baggage. You will press a button on
a stand that looks like a signal light. If you get a green light
you will not be inspected. If you get a red light, you will be
inspected.
x
Fill out the individual Immigration forms.
Immigration will expect approximately $25 per person (may
be paid on departure). Get your passengers busy filling out
immigration forms. Make sure that everyone has a current
passport. At present, only a handful of airports are allowing
birth certificates. Passports, of course, become mandatory
after January 1, 2007.
x
YOU NEED TO SAVE THE SIGNATURE RECEIPT
FROM THE IMMIGRATION FORMS (blue and white).
Without exception, you will need them for your departure.
TAKE THEM FROM YOUR PASSENGERS AND HOLD
THEM YOURSELF UNTIL YOUR DEPARTURE DAY.
THIS WILL ENSURE THAT THEY ARE NOT LOST. THEY
WILL NOT NEED THEM WHILE ON THE BEACH. The
fine is hefty if you do not have them.
x
Get your fuel taken care of as soon as possible. Give
them your Fuel Authorization from Colt if you have one
(TURBOSINA – Jet fuel they have no prist) One tank without
won’t hurt you. Watch them fuel it if you can. I usually top off
because prices are very good. Some airports are now taking
credit cards. However, whether you use Colt, pay cash or use
a credit card MAKE SURE that they are charge you for what
you actually received. Also, you will be charged a special
assessment from $10 to $250 depending on the size of your
aircraft. For a Pilatus the assessment should be approximately
$15. They go by wing size.
(Continued on Page 7)
(Continued from Page 6)
DDITIONAL THOUGHTS ON FUEL:
A
Do you need to tip? So there is no misunderstanding...NO.
There is NO NEED TO TIP THE MEXICAN OFFICIALS
at the airport when you are doing the necessary paperwork
(small tips as a way of saying thank you is okay, e.g., $5
or $10). In fact, when you tip one of the airport officials
it actually makes things more difficult. In turn, you have
created an expectation that is illegal as far as the Mexican
government is concerned. It makes it more expensive for
those of us who know the ropes. As far as the Mexican
Government is concerned, airport personnel are compensated
to do what they are doing. They are to process you without
right of discrimination. I have had experiences in the past
when an airport official demanded a “tip” before he was
willing to processes paperwork. During these times I have
altered the airport commandant. In response, the individual
is usually sanctioned or terminated. Please keep in mind the
Mexican government wants us to travel to Mexico. We bring
lots of revenue. Notwithstanding, for the novice, some of
the airport officials think that you are unaware of the actual
procedures and your rights and, as a result, they on occasion
will try to take full advantage of you. You are not required to
tip any of the airport personnel. If you want to, this is at your
discretion. For everyone’s sake, PLEASE do not overpay.
I would suggest that you get a fuel contract (authorization)
with Colt International-Greg Emmons 832-453-0584 / 281464-6600. (If Colt is able to get a “contract agreement” at
the airport you are flying to there is no need to pay cash for
the fuel. Notwithstanding, I would recommend that you carry
some cash, including lots of small bills. One thing for sure they
NEVER seem to have change). However, when contracting
with Colt they will be more than happy to sell you FULL
SERVICE for several hundred dollars or more. It’s a rip off.
Not by Colt but by the Mexicans who charge them. As such,
don’t request it.
IPPING IN AIRPORT...
OFFICIALS IN MEXICO
A
7
T
DDITIONAL INFO
Carry 2 copies of everything:
x
Fuel contract - Colt
x
Insurance (Mexican Insurance is a must!). The
premium is approximately $125/year. You can get it through
Baja Bush Pilots in a couple of days. They will insure any
type of aircraft. Baja’s number is 480.730.3250. The insurance
covers liability and has nothing to do with haul damage, etc.
Your main policy covers this.
(Continued on Page 8)
Flight Plans and Flying In Mexico
(Cont. from page 7)
8
x
Aircraft records etc. You will NEED to present the
original Airworthy, Registration, Pilots License, passport,
medical license to the US Customs. No exceptions. Mexican
authorities are usually okay with copies. The officials have a
knack for taking a copy of your paperwork and then misplacing
it.
x
Letter authorizing you to fly your plane if the aircraft
registration is not in your name (rarely asked for).
x
It is now the time that more and more of the Mexican
airports are wanting to see your passports, as opposed to a birth
certificate. In fact, US Customs are on the edge of requiring
passports for all passengers.
Moving Map for your
Pilatus PC-12
Overnight fees should be no more than $20/night for a
Pilatus.
On departure they will fill out a new flight plan. You will
also turn in the immigration receipts (pay if not paid), pay for
parking or any other fees not paid for on the arrival Fuel is
done by Colt. It’s fantastic because there is no cash involved.
Just have your paperwork. Carry Colt’s phone number. Cell
phones work down there now. Learn how to dial them.
Note: PUERTO VALLARTA (MMPR) - When you are leaving
Puerto Vallarta, PUERTO VALLARTA IMMIGRATION (In
the main terminal) WILL TRY TO GET YOU TO PAY A FEE
FOR A COMMERCIAL AIRCRAFT. He will ask for a $100
tip to sign you off and let you go. He seems serious but he
is simply lying to you. You can prove that you are a private
aircraft with your annual permit. (AVION PRIVADO) There
is NO FEE. Get the Commandante to help you if needed.
Again, when returning to the US, make sure US Customs
knows when you are arriving.
Another note as to flying back into the US: The border FSS
station would like you to call them about a half hour before
you land so as to provide them with your squawk number.
This is the time that you can update your time of arrival. FSS
likes you to give them your squawk number so they can place
it into the computer for monitoring purposes.
After learning the ropes (one or two trips) you’ll figure out all
the procedures and save several hundred dollars per visit.
PM
atrick A.
cCall, Esq.
S/N #186 - N186WF
Orange, CA
Speed:
275 MPH
Altitude:
25000 FT
Distance:
480 Miles
ETE:
01:45
$6,562
Available today from your avionics dealer,
or visit www.FlightDisplay.com for specs
9
SO
UCCESSFUL VISIT TO
SHKOSH
IRVENTURE 2006
10
F
A
or more than 50 years, the EAA AirVenture has attracted
thousands of aviation enthusiasts from around the globe
to enjoy the daring air shows and remarkable homebuilt and
experimental aircraft. This year was no exception. Although
the attendance was down slightly from last year, the week-long
P
C-12 pilot and POPA member Bob Kuehnle was also
on hand and a big help to visitors interested in learning
more about the aircraft. Having POPA members sharing their
unbiased opinions and operational knowledge adds some
unique perspective to the overall experience at the Pilatus
booth. POPA volunteers are needed for upcoming shows too,
so make sure you get your name in.
P
ilatus was also well represented at the annual
EAA Gathering of Eagles fundraiser to support
the education and promotion of aviation related
programs for young people. This year’s event
raised more than $1.3 million to help inspire youth
and promote the future of aviation. The evening’s
highlight was the auction of a 2006 Ford Shelby
Cobra GT-H by automotive legend, Caroll Shelby,
and Ford Motor Company heir, Edsel B. Ford II.
The highest bid for the vehicle was a whopping
$250,000, but sadly it was not a Pilatus employee
who drove off in the new car. In addition to
sponsoring a table at the fundraiser, Pilatus hosted
an EAA Young Eagle intern at its booth throughout
the week to help him gain some experience in the
aviation industry.
heat wave and high fuel prices were not enough to discourage
the nearly 625,000 people and over 10,000 aircraft made their
way to the Wittman Regional Airport in Oshkosh. The final
tally of the showplanes on display included 852 homebuilt
aircraft; 798 vintage airplanes; 387 warbirds; 130 ultralights;
121 seaplanes; and 22 rotorcraft.
A
viation fans from all over the world visited the Pilatus
booth, and several PC-12 owners and operators dropped
in to say hello, including a pilot from the Royal Flying Doctor
Service of Australia. Even actor Richard Gere
couldn’t resist the opportunity to check out the
interior of the display aircraft. While some of
the guests stopped by the Pilatus exhibit just
to look at the PC-12 and dream of ownership,
two Oshkosh visitors went one step further and
signed contracts to purchase a PC-12 of their
very own!
P
ilatus Business Aircraft sent several
first time attendees from a variety of
departments to work the Oshkosh show.
Tremendous teamwork, enthusiasm, and
professionalism shown by all employees
helped make the AirVenture a success. Also
new at this year’s booth was a shop featuring
select Pilatus merchandise from the webstore
(www.pilatusgear.com). With the heat nearing
record highs and no shade to be found, the
Pilatus baseball caps virtually flew off the shelves and proved
that Pilatus is a hit with aviation buffs everywhere.
Oshkosh 2006
was a great success.
And plans are already
underway for even more fun there in 2007. Hope to see you
there.
Jodie Kranz
Pilatus Business Aircraft
11
Pilatus PC-12 Helps Build Ethanol Company
T
12
he unique capabilities of the PC-12 have been put to good
use in building a new ethanol company by Eric McAfee
and partner/pilot Bob Comes. Their 2005 Pilatus, 650MC,
was awarded the 2006 Queen of the Fleet recognition at the
recent Annual POPA convention in Lake Tahoe. However,
650MC has not been a hanger queen. Since flying their
plane from Stans to Denver last July and accepting delivery
in August 2005, Comes and McAfee have logged about 400
hours throughout the U.S. while acquiring and developing
ethanol plant sites.
T
he 2005 Federal Energy Act tripled the mandate for ethanol
use, and we decided to build a business that would help
supply the increased market demand for biofuels,” according
to Eric McAfee, founder and Chairman of American Ethanol,
Inc. Based in the San Francisco Bay Area, Comes and
McAfee visited plant sites and potential business partners
throughout the Midwest starting in December 2005.
W
e often make six to ten flights in one day, covering
several states, with up to eight passengers,” said
Bob Comes, a 14,000-hour pilot and a retired United
Airlines 747-400 Captain with extensive international flight
experience. “The ability to land in small airports nearby
rural locations and towns in the Midwest has allowed us to
build relationships with local politicians, businesspeople,
contractors, engineering firms, as well as attend ethanol
industry events in larger cities.”
T
he Pilatus has been a tool for our business,” remarks
McAfee. “We could not have brought together so many
people in so many places into building American Ethanol as a
company without the flexibility, range and passenger capacity
offered by our PC-12.”
“650MC
is the launch customer for the new
IS&S 15” glass display and avionics.
“The IS&S glass cockpit is a system that offers a level of
situational awareness similar to the 747-400,” according to
Comes. The large screen includes both weather and terrain
depiction, as well as EFIS and HSI displays.
“W
e have been blessed with an opportunity to meet
terrific people, create significant shareholder value,
and enjoy the flexibility of arriving anywhere in the U.S. for
meetings at times convenient to our customers and partners,”
says McAfee. “Avoiding the extra time required to fly into
larger airports, then drive to remote locations, then drive
back to the larger airports has enabled us to beat out potential
competition during a time when execution and time to market
is extremely valuable.”
Eric McAfee
S/N #650
Saratoga, CA
R
ecently, 650MC left at 1 pm from California and flew to
Colorado for three evening meetings, including dinner
with a business partner. After dinner, Bob Comes and copilot Jim Kelley (also a United Airlines 747-400 Captain)
departed at 10 pm for a direct flight to Westchester Regional
Airport. Arriving at 6:30 am, McAfee was able to take a full
day of meetings with investors in Greenwich, Connecticut.
Eric McAfee, Jim Kelley,
Bob Comes with 650MC
Gina Comes, Marguerite McAfee,
Bob Comes and Eric McAfee
13
THE GOOD AND THE BAD...
T
or those of you who feel that flying is only the fastest,
easiest and most convenient way to get from where you
are to where you want to go, geographically speaking, you are
wrong. Well, not all wrong but big picture wrong. Flying is a
world of emotion and adventure and experiences all wrapped
up into one. Getting from one place to another is a by-product
of the emotional journey we all experience once we head for
our winged dream machine.
he day blossomed with beautiful blue skies and only a
slight breeze. Just the recipe for introducing young people
to the wonders of flight. We had advertised in the media and
coordinated a route with approach using our Young Eagle
call signs, but were still wondering how many parents would
be coaxed to bring out their kids for an airplane ride, even
if it was free. We wouldn’t have to wait for very long. They
came literally by the hundreds and we flew well into the early
evening. The volunteers split up into groups to give a quick
ground school, an example of a pre-flight and then a pairing
with the pilot and his/her plane. It was great.
I
I
The Good...
14
F
marvel at the way the professionals can write about a single
flight and turn it into an emotional experience that we all
can relate to. Not being of that caliber of writer, I would still
like to relay one day of my flying career and how it touched
not only me, but those around me.
I
t was 1994 and the EAA’s Young Eagles Program was just
getting up to speed. I was still on active duty and had just
acquired a beautiful little Cessna 140. Several of us in the
Omaha Chapter of the EAA had volunteered to organize a
Saturday Young Eagles event at Millard Airport, just on the
edges of Omaha.
t was great because there were so many excited youngsters
and parents alike. However for me it was great because of
two special rides I had the privilege of giving on that beautiful
day. While taking a brief break, I had a chance to observe the
families lining the fence waiting for the chance to participate
in the event. Amongst the anxious ones there was a small girl
and her mom. As with the others, they waited patiently in
line for their turn to get the “pre-flight briefing”, the walkaround and then their flight. Amongst the commotion of all
the other kids and parents, nobody really noticed that (I’ll call
her Suzy) was severely handicapped. A beautiful child held in
(Continued on page 15)
(Continued from page 14)
I
continued to participate in the Young Eagles Program for
years. Never again did I see a young person so taken with
flying.
The Bad...
T
he charter business allows me to sample many different
airports around the states. From the expanse of LAX
to the often visited smaller strips in the San Juan Islands of
Washington State. The vast majority of pilots, controllers, line
people, are real professionals and proud of their work, but a
short hop the other day made me worry if “road rage” hasn’t
started to slip the surly bonds into our domain. I usually only
have to worry about the weather but an increasing change in
the attitude out there has added to my “cross check”.
I
had just dropped some folks at a fair sized airport located
close to a favorite summer spot up in the Sierra Nevadas
and was preparing to “kick the tires and light the fire”. These
events occurred in the time it took me to crank up and taxi
to the runway in use. The first involved a light twin that had
taxied out of the hangars to the runup area. There happens
to be two such runup areas, one before the usual end of the
runway. A King Air had dropped his passengers, restarted
and was making a fast taxi for departure, announcing his
movements over the CTAF. Evidently the light twin wasn’t
listening or looking and began to pull forward to the taxiway
that was being rapidly used up by the King Air. The King
Air pilot broadcast an alert, the twin stopped. That was the
beginning of a back and forth tirade that would have made a
sailor cringe.
N
umber two (I still haven’t made it from parking to the
runway yet) involves an inbound Mooney and Bonanza.
The Mooney dutifully reported his position while entering the
local area and traffic pattern. The Bonanza reported north of
the field inbound for a midfield crossover to downwind. The
Bonanza arrived about 500 feet below the pattern altitude and
about 40 knots faster than and at the same lateral position as the
Mooney. While turning downwind and slowing to gear speed,
the Bonanza took up position as #1 since she was staking her
claim as the lower aircraft, forcing the Mooney pilot (who
could no longer see the Bonanza) into a spacing maneuver.
N
umber three (I am finally approaching the end of the
runway, but am still only five minutes after starting).
After the Mooney, a Citabria that had been calling in for the
last few minutes announced on downwind followed by a call
on base. That was very closely followed by another King Air
calling base leg. Somewhat of a surprise as that was his first
call. The Citabria then called final, followed immediately by
the King Air announcing final. The Citabria pilot asked the
King Air if he had him in sight to which the King Air pilot
stated “no”, but made no reference as to whether or not he was
going to abandon the approach or continue over the top of the
Citabria (which to me it appeared he was about to do). Finally
the Citabria pilot stated he was “going around on the right
side”. To whit the King Air pilot did not reply, just continued
his approach to a landing. By the time the Citabria got back
around (if indeed he did come back), I was off and talking to
Oakland Center. I wonder if the conversation would have been
as lively as the one the folks in the terminal had a couple of
days before when two turbine twin captains got into a shoving
match that required law enforcement intervention?
N
ot that the road is, but aviation in NO PLACE for road
rage! Uncontrolled fields require constant vigilance and
nobody is the winner when one tries to “teach a lesson” to
another. Remember all of those instances took place at the
same airport in less than 10 minutes. We are all constantly
learning. From the student to the multi-type rated ATP, it is
a give and take learning process. A reminder to one who has
not exercised good judgment or observance of the rules is OK
in the right setting, but requires prioritization when you are
sitting at the controls.
H
appy Trails to all, and may you always find tailwinds and
clear skies.
Mark Smith – Chief Pilot
S/N #516
Lincoln, CA
15
a wheelchair for her chariot, unable to speak her thoughts and
view the world as you and I take for granted. Her mom was
filled with enthusiasm for her daughter to experience flight
and therefore, so was I! We gently placed her in the 140 with
her mom communicating in her special way. I told mom what
Suzy could expect to see and hear so she could prepare her
for the journey. Within minutes we were off the runway and
headed west towards the Platte River. It was one of those days
when you could see the Rockies (nothing to stop the view
across Nebraska) and it was as smooth as silk. We winged our
way over the corn fields and followed the river to Columbus
and back. I know she couldn’t understand me as I pointed
out the sights, but she had a smile that would win the heart
of anybody and that was good enough communication for
me. All too soon the ride was over and we were back on the
ground at Millard. A thought came to mind. Since Mom was
able to converse with Suzy, why not take her on the same ride
and explain it exactly as I had to Suzy so they could share
the experience. So back into the 140, this time with mom
and back towards the Platte River and Columbus. I pointed
out the sights again and went through the explanation of the
plane exactly as Suzy and I had done. I often hope that gave
them something to talk about for a long time afterwards. It
made me feel good and I was happy that if just for a little
while, someone who may never had the chance, felt the spirit
of lifting up out of the hand that is dealt in this mortal life and
feel the freedom of flight.
John Morris
PC-12 Program Coordinator
PanAm/SimCom Training Centers
Orlando, FL
pc12jm@earthlink.net
16
SimCom Q&A
Summer 2006 Questions and Answers!
In-flight the CAWS amber HYDR annunciator illuminates and after following the emergency
procedure the landing gear is lowered.
QUESTION #1
How fast can the PC12 fly with the landing gear extended?
A.
B.
C.
D.
177 KIAS
170 KIAS
130 KIAS
236 KIAS
ANSWER #1
(D) - Of course this airspeed will only be obtained during a descent. Best airspeed level, is
approximately 175 KIAS.
QUESTION #2
In-flight the CAWS amber HYDR annunciator illuminates and you are flying in icing conditions
(Pusher Ice Mode). The DE ICE BOOTS indicate a malfunction. Following the HYDR emergency
procedure, how are you going to lower the landing gear?
A.
B.
C.
D.
Free fall only
Wait until just before touchdown when you can slow down
Emergency Hand pump
Non-essential Override
ANSWER #2
(C) - Since the DE ICE Boots have malfunctioned the ensuing landing must be made with Flaps
0. And since PUSHER ICE MODE is active, the approach speed must be 134 KIAS. Emergency
procedure for lowering the landing gear requires an airspeed of 110 KIAS or less. The 110 KIAS
speed is for the nose gear to extend using the spring assembly. If the gear fails to extend after 30
seconds then the hand pump is to be used until 3 green indicated. The landing gear (main gear) can
be extended via freefall up to the normal landing gear operating speed. After the main gear green
lights have be obtained the use of the hand pump will extend the nose gear, with a minimal amount
of strokes, without having to slow to 110 KIAS.
QUESTION #3
Completing question 2, you now must miss the approach (did you think it was a nice day?). What
is the recommended minimum climb speed in this condition?
A.
B.
C.
D.
110 KIAS
120 KIAS
125 KIAS
130 KIAS
ANSWER #3
(D) - Hope you went with the best answer available (FAA speak). This answer is correct for the
PC12/41 folks only. For the PC12/45 it is 134 KIAS and PC12/47 it is 140 KIAS. Note: These
airspeeds, located in the Emergency Procedures section, are due to Pusher Ice Mode and the Deice
Boots failure with ice accretion. The recommended Climb Speed with flaps retracted and Pusher
Ice Mode is located in the Normal Procedures, Airspeeds section.
Fall 2006 Questions!
17
Using ILS or LOC RWY 19 approach chart for Jackson
Hole (JAC) and Jackson Hole Teton-2 SID
Question #1
Also noted at the profile section is the sentence “Use the
I-JAC DME when on LOC course”. Why?
NW-1, 03 AUG 2006 to 31 AUG 2006
Question #2
NW-1, 03 AUG 2006 to 31 AUG 2006
At the profile section there is a sentence stating “VGSI
and ILS glidepath not coincident”: What is the VGSI?
How effective is it?
Question #3
While enroute to Jackson Hole the CAWS red AV BUS
illuminates and it is determined that AV 1 Bus has
shut down and cannot be restored. What equipment is
remaining Pilots side) and how will the approach and
missed approach be managed with this equipment?
Question #4
While enroute to Jackson Hole the CAWS
red AV BUS illuminates and it is determined
that AV 2 Bus has shut down and cannot be
restored.
NW-1, 03 AUG 2006 to 31 AUG 2006
NW-1, 03 AUG 2006 to 31 AUG 2006
What equipment is remaining (Pilots side)
and how will the approach and missed
approach be managed with this equipment?
Question #5
We are departing using RW 19. The aircraft
is near MGWTO. The OAT is +25 and
the winds are 150 at 10 kts. Having an
emergency plan for return to the runway in
case of an engine failure: What should be
your approximate minimum height above
ground before attempting a return to field?
Which way are you going to turn during
this maneuver?
Ask Lance Toland
18
I keep hearing about 3 in 24, what is it and how
does it affect me or does it?
in 24 was a concept developed by Lance Toland
Associates to answer the calls of POPA members who
wanted alternatives to training recognized by the underwriting
community. At the time there was no PC-12 alternative
training other than Simcom by most underwriters. USAIG and
AIG Aviation had imposed a 6 months training requirement
on some insureds without any premium concession, and there
was no provision for dual training to offset the simulator
requirement.
3
I
n another lifetime I had to adhere to a 6-month check ride as
a 135 Captain. This was a royal pain. I always thought that
the real answer was every 8 months which obviously did not
come so often, but also meshed into the 24 month bi-annual
Part 91 requirements, and only deleted one check ride period
in 24 months for 135 ops, without diluting proficiency.
I
n 2001, I shared the concept with the POPA Board who
saw its’ merits. We then took the concept to AIG senior
management in Atlanta. They, after a long debate, agreed
that they would recognize a rotation consisting of one Sim
session, followed by an in aircraft or LOFT session in 8
months. This would then be followed by a Sim session in 8
months, completing a 24-month cycle. The concepts exceed
the underwriter’s annual requirements for training. As a
bonus, they (AIG Aviation) offered a 5% premium reduction
and further extended a 5% reduction for POPA membership.
Currently only AIG Aviation, Phoenix Aviation and US
Specialty are endorsing 3 in 24.
I
n addition to the premium savings, 3 in 24 yields POPA
members the added benefit of training on their own equipment
in their normal environment as a further enhancement. I know
that our PC-12 serial number 370 was ordered new with nonstandard avionics, including a GNX XLS FMS. None of the
Sims have this avionics availability. So cross training on
the standard equipment is of little use for CRM. Plus 3 in
24 gives us the added advantage of using and demonstrating
proficiency on our equipment during training.
War Risk - Do I really need it?
War Risk coverage covers more than most clients realize. War
Risk cover is generally excluded in both physical damage and
liability policies and written back through endorsement. Most
aviation lenders now require War Risk coverage, and in some
cases only on physical damage for their collateral.
Both War Risk components generally write back for additional
premium the following:
(a)
War, invasion, acts of foreign enemies,
hostilities (whether war be declared or not), civil
war, rebellion, revolution, insurrection, martial
law, military or usurped power or attempts at
usurpation of power.
(b)
Strikes, riots, civil commotions or
labor disturbances.
(c)
Any act of one or more persons,
whether or not agents of a sovereign power, for
political or terrorist purposes and whether the
loss or damage resulting there from is accidental
or intentional.
(d)
Any malicious act or act of sabotage.
(e)
Confiscation, nationalization, seizure,
restraint, detention, appropriation, requisition
for title or use by or under the order of any
government (whether civil, military or de facto)
or public or local authority.
(f)
Hi-jacking or any unlawful seizure
or wrongful exercise of control of the aircraft or
crew (including any attempt at such seizure or
control) made by any person or persons on board
the aircraft acting without your consent.
As you can see there are many perils other than war to take into
consideration when deciding not to incorporate this cover.
LG
ance Toland Associates
riffin, GA
www.lancetoland.com
(800) 282-1219
Lance Toland Associates
Ft. Lauderdale, FL to Jackson Hole, WY...In One Day!
urplish-orange hues began to fill the sky to the east while
my co-pilot and I busied ourselves with our usual morning
routine of preparing our Pilatus PC-12 for another day full of
aviation. Darkness began to give way to the relentless shafts
of yellow that now appeared out over the Atlantic Ocean,
until finally the rising sun appeared on the horizon. No matter
how many times I have witnessed this beautiful sight I still
find myself dropping whatever I’m doing to enjoy the sheer
magnitude of it all.
that flies predominately in the Eastern United States certainly
will be amazed by the clearances west bound. We heard our
altitude alert sound, “One to go,” within thirty-minutes after
takeoff as we step-climbed to our cruising altitude of FL 260.
Within the hour we watched as the Gulf Coast of Florida gently
slid past our west bound aircraft. The weather was good across
the Gulf, so there was not much to do but watch the Garmin
530s depict our ground track, while we steadily inched towards
Grand Isle.
A
L
mere glance across the ramp reminds one of the
departing darkness because there is still a field of blue
lights scattered everywhere. All pilots should plan a predawn departure, one time or another, just to experience the
assume beauty.
R
ed-orange reflections shown down the side of our
freshly-waxed, blue-and-white, red-trimmed fuselage as
the sun rose higher-and-higher. All the covers were off, the
doors were open, pre-flight complete, and with the clearance
in hand and loaded into the Garmin 530s we waited patiently
for our two passengers. Today was not to be a normal three
city stop-over day. No, today was a pretty good cross-country
in any body’s book – Ft. Lauderdale, Florida to Oklahoma
City, continuing onto Jackson Hole, Wyoming. Fortunately,
the Oklahoma City portion was to be a quick-turn, picking
up one passenger traveling with us on our journey to Jackson
Hole.
A
s all pilots know, Murphy’s Law seems to hide behind the
curtain, sadistically waiting to zap your best laid plans.
However, the old buzzard must have been taking a siesta on
this particular morning, because the passengers were not only
on time, but were approximately fifteen-minutes early. Never
does this happen to me. My co-pilot and I quickly loaded
their luggage and golf clubs. Afterwards it was wheels-inthe-well at 0700. We were on our way.
A
fter negotiating the FLL9 Departure we were cleared
direct to Sarasota, followed by the Q-Route to Grand
Isle, Louisiana. Afterwards, direct Oklahoma City. Any one
andfall at Grand Isle was interesting, as always. My copilot and I have been monitoring, by air, the developments
in-and-around New Orleans since Hurricane Katrina lashed the
city and bayous. As a matter of fact we did extractions prior
to Katrina, and refuge extractions post Katrina. I will never
forget this elderly woman approaching the Pilatus’ air-stair
door, clinging onto a half-loaf of bread as if it meant her life.
Perhaps it had at one point, but as she boarded the aircraft I
gently removed the plastic bag from her hand and told her, “You
won’t need that. This is all behind you now.” She released her
grip while her appearance was zombie-like. She understood
soon enough as we had a “feast” onboard in catering. Life is
good!
T
here is not a lot of exciting scenery between Louisiana and
Oklahoma City, but it always seems to keep you checking
any way as the airplane traverses the country side. Four-hoursand-twenty-minutes later we were cleared for a visual approach
into Oklahoma City.
T
he folks at Oklahoma City were very professional, and had
us fueled and catered in less than twenty-minutes. I had
padded our departure time by a half-hour assuming everyone
from the get-go was going to run late. However, to my surprise
even this passenger showed up early. I cashed us out with the
front desk while my co-pilot copied and loaded the clearance
to Jackson Hole. Within thirty-minutes after touch down we
were wheels-in-the-well, once again. Destination - Jackson
Hole, Wyoming.
W
hatever the scenery lacked on the first leg
was quickly replaced with magnificent views
of the Rockies as we approached the Denver area.
O
f course, Murphy had found us by now and
zapped us with several afternoon thunderbusters to circumnavigate. No problems - our scan
greatly resembled radar as we scanned the horizon
back-and-forth, while at the same moment glancing
up-and-down as beautiful ski resorts slid beneath
us.
T
he high-and-rugged flat land stretched beneath
the aircraft while the Rockies slid further-andfurther behind us. The landscape below resembled
(Continued on page 20)
19
P
Ft. Lauderdale, FL to Jackson Hole, WY... (cont. from page 19)
20
terrain more worthy of Mars or the moon than it did the western
United States. Nevertheless, we were awe struck by the
vastness of sheer nothing but vacant terrain. “My God, please
don’t let me have an engine out
here,” I recall thinking. Jeez,
you could not even walk out
of this desolate terra-firma.
An hour-and-a-half later was
a different story.
T
he
Grand
Teton
mountain range was
visible in the distance. The
“Grand Teton” stood well
above the remainder of the
great mountain range that
stretched the entire distance
of the valley that forms the
“hole” in which lies Jackson
Hole, Wyoming. If ever there
was a place that a cowboy
would name “God’s country,”
surely this must have been it. Our descent leveled us on a
series of step-downs as we flew overhead the Grand Teton
range. Beautiful is an understatement, at best.
e were cleared for the visual approach after descending
to nine-thousand feet, and followed the Snake River
Valley with the airport in
view eight miles ahead.
Our landing was uneventful
and satisfying, to say the
least. After all, we had just
completed 8.0 hours of crosscountry flying and were now
on the other side of our great
country.
W
I
L
think I may have said this
earlier, but whatever...
ife is Good!”
Capt. James Carter
S/N #635
Miami, FL
Members Speak Up!
(Cockpit Configuration)
In general, our pilots voiced high levels of satisfaction with the
PC 12 as a superbly manufactured, reliable, high technology,
pleasure-to-fly aircraft. By contrast, they expressed relatively
low levels of satisfaction with: the level of technology offered
in the standard Honeywell suite, Honeywell’s lack of a “user
friendly” upgrade path or even an upgrade strategy as new
technology for the cockpit becomes available, and resolution
of well known problems with certain components such as the
KLN 90B and the autopilot porpoising problem.
As one respondent put it: “The key word is cockpit
integration…the avionics options (currently offered) are quite
disappointing. (They) need to come out of the dark ages.”
Another said: “I am on my third KLN 90B. Their policy
of providing rebuilt parts without extending the original
warranty is not client friendly.”
A third reported: On my 4th Quarter delivery airplane with
only 50 hours, “we are replacing the autopilot pitch servos for
the 5th time. Not good!”
In terms of after market enhancements, many were reported.
Here are a few with user comments.
•
•
•
Future upgrades our respondents are thinking about are:
•
•
And a fourth replied he was very disappointed that there was
no EFB upgrade in the works for the Honeywell MFD to at
least include subscription based electronic approach plates.
•
•
On the other hand, those who have blended Garmin equipment
with the Honeywell standard suite seem to be quite content
with their decisions. One felt that the GNS 480 Nav/Com/
GPS with WAAS was a huge mprovement over the KLN 90B
in terms of ease of use, situational awareness and added LPV
approach guidance and capability.
Others spoke positively of substituting Garmin 530 and 430
GPS and audio panel units for Honeywell, and were pleased
with Garmin equipment substitution and repair service.
2006
POPA
Fleet
Lake
Tahoe,
CA
EVS 1000 MaxViz enhanced vision system with
6”Rosin cockpit monitors works as designed. The
user found that they don’t use it as much as they had
intended since most of the time they see the runway
sooner visually than on the screen; but as a safety
feature to insure no foreign objects on the runway
before take off in remote locations, it has proven
useful.
Flight Display for passengers with integrated moving
maps, a selection of movies and the MaxViz system
showing passengers take offs and landings is a big
hit with passengers and solves the endless stream of
what, where and when questions for the pilots.
PS Engineering 8000 Audio Panel with Sirius radio
replacing the Garmin Audio Panel was easy to
install. “How did we live without it” on long flights
over remote areas? Well engineered volume control
and interrupt for pilot communication.
Replacing Honeywell EADI and EHSI with Chelton
or Avadyne to get a glass cockpit with improved
functionality, resolution and integration.
Adding visual displays and better entertainment
options for the cabin.
Power outlets in cabin to support portable Electronic
Flight Bags along with laptop/tablet mounts.
Lights in the “hell hole”.
To all who responded, thanks! I hope our readership and
vendors benefit from your candid feedback.
Bob MacLean
POPA Vice President
S/N #576 - Concord, MA
21
Prior to our last Convention at Squaw Valley, we asked our
membership to share their feelings about the standard PC-12
cockpit configuration, upgrades they have done, and emerging
needs and wants. While we only received 10 replies, certain
messages came through loud and clear.
22
At your service
23
Photo: Paul Bowen
AWARD
WINNING
Atlas
PILATUS CENTER
Exclusive
Sales and Service
Center
for New & Used
Pilatus PC-12
Aircraft
Call on the Atlas “A Team:”
Patricia A. Reed, VP Sales & Marketing — 603-206-2631
Todd Smith, Director of Maintenance — 603-206-2640
William H. Johnson, Sales Specialist — 508-833-4641
Atlas Pilatus Center is the exclusive new and used PC-12 Dealer in New England,
New York, New Jersey, Delaware and Michigan
One Garside Way, P.O.Box 6300, Manchester, NH 03108 • Tel: 877-PILATUS • Fax: 603-627-6596
Showalter Flying Service
Orlando Executive Airport (KORL)
800-894-7331 4 www.showalter.com
Showalter welcomes POPA members for. . .
SPECIAL SIMCOM DISCOUNTS ON FUEL, RENTAL CARS
& OVERNIGHT PARKING
PRESS RELEASE
24
ATLANTA, Georgia – 30 August 2006
Smallest Slide-Mounted 15-inch LCD Introduced
Large LCD screen is viewable in both stowed and deployed
positions
Flight Display Systems today announced a revolutionary
new slide mount for aircraft cabins. The new FD151SMT
($7,450 List price, including 15-inch Low Profile LCD
screen) features a 37% space savings over previous models.
It is the most compact slide mount available on the market
today. Additionally, the LCD is visible in both the stowed and
deployed positions.
“Saving space is always important,” said David Gray, Flight
Display Systems’ Founder. “Our new Slide Mount can fit in
small cabin spaces. We see applications on the Pilatus PC-12,
Hawkers, Citations, and larger aircraft.”
The launch customer for the 15-inch Slide Mount Low Profile
is EPPS Aviation in Atlanta, Georgia
“Flight Display Systems has innovative solutions for inflight entertainment,” said Mike LaConto, Avionics Manager
at EPPS Aviation. “We worked closely with Flight Display
Systems to provide our customer with a product that will
produce a quality presentation.”
Slide mount monitors are important for a variety of reasons.
•
•
•
•
They allow full cabin visibility by positioning
the display in the center aisle.
The monitors are operational while stowed.
Inlaid bulkhead walls with expensive finishing
can be kept intact using a slide mount monitor.
High seatbacks are also a typical obstruction to
bulkhead visibility.
This high-quality LCD gives passengers a superior picture,
maximum brightness and excellent contrast – including a 176degree viewing angle on both axes. It is perfect for watching
Moving Maps, DVD movies or Glareshield cameras.
The FD151SMT is in stock and available today for a list price
of $7,450. For ordering information, contact DAC International
at 512-331-5323.
Nick Gray
Flight Display Systems
(678-867-6717)
Alpharetta, GA
www.flightdisplay.com
News from Down Under...
A
B
A
ut there is another growing
fleet on the horizon.
nother area where Pilatus has
recently made big inroads is
into various State Police Agencies.
By January 2007, PC-12s will
be utilized by Police agencies in
three of the States, and one of the
Territories of Australia. To look at it
another way, all but one of the fixed
wing Police Agencies in Australia
will utilize PC-12 aircraft. Our
penetration into this market is a
testament to the outstanding ability
of the PC-12.
P
ilatus’ first Police client was the Northern Territory Police
Air Wing, which took possession of its first aircraft in
2000. Their second aircraft joined the fleet in 2004. The
Northern Territory is a vast and sparsely populated area
and in a lot of ways “the last frontier”. The temperature and
climate ranges are varied with the tropical northern reaches
experiencing anything from hot and dry to hot and wet all
year round, while in the southern parts around Alice Springs
and Uluru, the desert winters can be bitterly cold and the
summers unbelievably hot. In short it is an area of extremes.
Tasks carried out include prisoner
transfer, SWAT team transportation, VIP
transport, air sea search missions and
numerous other general police duties.
I
n April 2006, the West Australia Police took delivery of two
new PC-12s at an official ceremony in Stans, Switzerland.
West Australia Police Deputy Commissioner Chris Dawson
accepted the handover from Pilatus senior management
including Ignaz Gretner, Fred Muggli and Pilatus Australia
CEO, Sebastian Lip.
O
ne of their PC-12s
will be based in
Perth in the southwest,
while the other will be
based at Karratha in the
far northwest. Western
Australia is a huge state
with all of the vagaries
of the Northern Territory,
plus the addition of also
having cold, wet and
windy winters in the
southwestern corner. Tasks
are similar to the Northern
Territory aircraft, but are
carried out over even
greater distances and in
an even more extreme
temperature range. An
interesting side note is that the West Australia Police cover the
largest single police jurisdiction in the world (except national
police forces), an area of 2.5 million square kilometres with
6,318 employees including 4,993 police officers.
T
he replacement of their aging fleet of twin piston aircraft
was a priority with safety and effectiveness the major
motivating factors. After extensive research and testing, the
West Australia Police decided the PC-12 was the most suitable
aircraft for their Air Wing.
A
s Greg Imlay, the Officer in
Charge and Chief Pilot of the
Air Wing says “The PC-12 carries out
all the tasks assigned to it with great
efficiency. Our pilots enjoy operating
an aircraft with up-to-date systems and
safety, and our passengers appreciate
pressurization and air conditioning,
as well as significantly reduced travel
times. To achieve this with no increase
in our operating budget has made the
accountants smile as well. Pilatus has
produced an excellent product ideally
suited to our diverse needs.”
(Continued on page 26)
25
s most POPA members may be aware, the largest
fleet of PC-12s in the world to be owned by one
customer is based in this country with the Royal Flying
Doctor Service of Australia (nineteen aircraft). They are
a valued and much appreciated client of Pilatus Australia.
Since the introduction of the first PC-12 to the RFDS in
1995, Pilatus now supplies nearly 40% of their entire fleet
countrywide, and with hopefully many more to come.
News from Down Under... (continued from page 25)
26
A
s their Chief Pilot, Senior Seargent Frank Kinnear enthusiastically says “After all of our research there was only
one choice, the PC-12. The other aircraft we looked at did not match the combination of range, payload, safety and
economy of the Pilatus”.
F
ollowing on the successful sale of the PC-12s to the West Australia Police, we are currently finalizing the delivery of
S/N #772 later in 2006 to another Police agency. This PC-12 will also replace an aging pair of piston twin aircraft, and
greatly increase the operational capabilities of the Air Wing allowing it to service the far corners of the state, a task unable
to be carried out with their current aircraft. This contract was won by Pilatus after a long and exhausting tender process.
The PC-12 proved a clear winner when compared to other rival twin engine turboprop aircraft.
P
S
ilatus Australia is currently working with numerous Police Forces throughout the country to ensure the transition to
PC-12 aircraft is as seamless as possible.
o as you can see, there is still plenty of work to be done.
Cheers,
Mike Lester
Marketing Manager
Pilatus Australia
27
Welcome New Members
28
S/N #266
N913AL
Mark & Allen Simmons
Terryville, CT
S/N #316
N388SR
Anne Sky
John Mercer
Ashland, OR
S/N #429
N429PC
Jim Meier
Christopher Meier
Beaverton, OR
S/N #605
N605PC
Ted Spicer
Clearwater, FL
S/N #614
Jim Dougherty
N1NG (PC-7) St. Louis, IL
S/N #705
N1CW
Charles Howard
Jason Thompson
Charlotte, NC
S/N #714
N893WB
Joey Meibergen
Enid, OK
S/N #718
N324BK
Rodney Barreto
Jeffrey Wilson
Carol Gables, FL
S/N #726
N721SL
Steve Lanter
Chesterfield, MO
S/N #755
TBD
Joe Howley
Greenwich, CT
S/N #809
TBD
Ned Greenop
Dave Greenop
Ada, MI
AirJourney
Thierry Pouille
W. Palm Beach, FL
JSSI
Greg Hampton
Chicago, IL
R
egional Operators Conference
W
e announced the conference at the POPA Convention
on June 2, 2006. A press release was issued June
8, 2006, and invitations were sent June 16, 2006 to all
operators/owners and Service Centers in the Americas. As we
have learned from this year’s event, two months might have
been too short of a notice for some owners and operators. In
the future, we plan to announce location and dates as soon
as they are decided, as early as one year before the event.
We will notify POPA to post notices on the website and the
magazine.
T
he location of event and co-hosting with Atlas
Pilatus Service Center was designed to promote the
Authorized Service Center network, as well as to serve as
parking for aircraft flying in and a convenient place in case
maintenance needed to be performed. We plan to continue
this arrangement in the years to come and work with our
Service Centers to organize the conference. We will also be
cognizant of the physical locations and timings of POPA and
NBAA Conventions. The idea is to allow participation for
people who cannot attend the two events at which we have an
opportunity to interact.
F
rom the original 94 RSVPs and/or inquiries for the
Operators Conference, the actual attendee count was 62:
8 owners, 5 pilots, 11 operators, 7 Service Center personnel,
1 Media, 6 others/guests, 15 vendors, 9 Pilatus. We hope that
earlier announcement of the event in the future will help us
boost the attendance, especially among the owners. I believe
that the word of mouth regarding the success of the inaugural
conference will help as well.
W
e organized a Welcome Reception on the evening
of the first day and served buffet style dinner and
refreshments. About 20 to 25 people attended, which is easily
explained by the fact that many attendees drove to the event
and did not spend the night at the hotel.
T
he next day, a full day Conference convened at 8:00AM.
Technical and program update portion of the presentation
took until about 2:00PM, including breaks. The Operational
discussion started immediately thereafter and lasted until about
3:30PM. Open Forum concluded at approximately 4:40PM.
During the last break, before the Open Forum, we drew 4 lucky
winners from those who returned the surveys and gave away
PC-12 models we brought to the event.
F
or most part, the topic selection and timing was correct.
Airworthiness Directive (AD) and Service Bulletin
(SB) update covered most important fixes affecting the fleet.
In the future, we will be careful not to get too detailed with
descriptions of technical issues and primarily concentrate
on those directly related to the operation of the aircraft and
how symptoms are manifested in the cockpit. Operational
portion of the presentation included, among others, training,
CRM, weather and runway considerations. We also described
enhancements incorporated into the 2006 Model PC-12. The
use of video clips was liked by the audience, short of few
sound and video difficulties. Next time, we will make sure the
technology part of the presentation is rehearsed on the actual
setup used during the conference.
T
here seemed to be a large amount of discussion during the
operational presentation on the subject of training. Since
this is a subject of great efforts by the POPA Board of Directors,
we will discuss this issue with the Board and explore possible
synergies for future Operators Conferences.
O
n behalf of the entire crew of Pilatus and Atlas Pilatus
Center, I would like to thank all attendees for taking their
part in our Inaugural, 2006 Regional Operators Conference.
Your honest feedback and comments during the meeting and
through the surveys will allow us to improve on the format
and agenda of future Conferences. For those who missed this
event, we are hard at work to plan the 2007 event, and I hope
to see you there. Please stay tuned to an official announcement
in the months to come.
P
iotr “Pete” Wolak
Vice President Customer Service
Pilatus Business Aircraft, Ltd.
29
P
ilatus conducted its Inaugural, 2006 PC-12 Regional
Operators Conference on August 16-17, 2006 at Best
Western Executive Court Inn in Manchester, NH. Based on
the participation and feedback received following the event, it
proved to be successful and worthwhile for all participants. An
honest information exchange with the owner/operator group
was highly beneficial for all parties: Pilatus, its Authorized
Service Centers, owners, operators and vendors. Due to this
success, Pilatus decided to continue the conference, and the
work has started on planning next event in August.
Honeywell Avionics Protection Plan
30
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Extend your avionics warranty today with
the Honeywell Avionics Protection Plan (HAPP)
General Aviation 1-877-712-2386
Business Aviation 1-877-484-2979
Ho n eyw ell
PC-12 image is used with permission of Pilatus Aircraft.
For more information visit www.honeywell.com/sites/aero/
© 2005 Honeywell International Inc. All rights reserved
AVIATION INSURANCE NATIONWIDE
SINCE 1950
The PC 12 is one of the safest aircraft ever manufactured.
Our insurance rates reflect this safety record. Call
today for your free no obligation insurance quote.
Call 1-800-888-9859
We are POPA Members.
We support your organization. Call today to find out more.
Fax: 314-963-9105
www.traversaviation.com
31
32
Kansas City Aviation Center
Earns Universal Avionics EFI890R STC for PC12
Grand Opening
Jet Works Air Center
The EFI-890R features 8.9-inch high-definition Active
Matrix Liquid Crystal displays (AMLCD), which are fully
integrated with the aircraft’s existing avionics. The largeformat displays replace the PC-12’s existing ADI, HSI,
radar indicator, altimeter, VSI, RMI and airspeed indicators
creating an uncluttered cockpit environment with easy-toread, advanced flight data.
Jet Works Air
Center is a group
of
Aviation
Professionals specalizing in heavy airframe maintenance
and inspections, complete avionics installations, interior
modification and paint for wide range of turbine powered
aircraft. All these services are provided at one location.
The displays also offer advanced technology and display
features such as synthetic vision, aeronautical charts,
satellite weather, TAWS, video and a host of other emerging
applications. These features modernize the cockpit to
improve situational awareness and add to the overall safety
of each flight.
“On the primary flight display, pilots can easily view
important flight data such as aircraft position, attitude,
altitude, vertical rate, and flight progress as well as
Vision-1TM, the industry’s first synthetic vision system
by Universal Avionics,” explained William Benton,
Kansas City Aviation Center’s avionics manager. “On
the navigational display, you can easily view Vision-1™,
moving maps, terrain, radar, Jeppesen charts, checklists,
enhanced infrared vision, eDocs, and graphical weather.
It’s the most comprehensive flight deck available today.”
There has been strong interest in the EFI-890R among
PC-12 owner/operators, according to Angelo Fiataruolo,
president and general manager of Kansas City Aviation
Center. “We are in the process of expanding our capacity
here at OJC and into St. Louis as demand builds for the
installation.”
33
The Johnson County Airport-based (OJC) service center
partnered with Universal Avionics in a six-month pilot
program to retrofit triple EFI-890R displays on a PC-12.
With the FAA certification complete, Kansas City Aviation
Center is now scheduling aircraft for the upgrade. The PC12 is the leading selling turboprop and has more than 600
units in operation.
Jet Works Air Center has opened and is fully operative
in their newest facility at Denton Municipal Airport.
All Maintenance, Avionics, and Interior projects are
completed in this building. The new hangar is just over
41,000’
and
includes offices,
backshops, along
with
customer
accomodations
consisting
of
offices and a
very comfortable
lounge.
OLATHE, KS (August 1, 2006) –– Today, the Federal
Aviation Administration (FAA) granted Kansas City
Aviation Center a Supplemental Type Certificate (STC) to
install Universal Avionics’ EFI-890R displays on Pilatus
PC-12 single-engine turboprop aircraft.
News, Announcements, Notes...
34
POPA Dues!
Just a quick reminder, if you have not sent in
your POPA dues, please do so. You can mail
your dues in to the POPA Home Office or fax
in your membership form with a Visa or
Mastercard.
If you have paid your dues, you should have
received your new POPA membership card. If
you did not receive your card, please contact
Laura direct at (520) 299-7485 or popapc12@
aol.com
SAVE THE DATE!
11th Annual Convention
April 26, 27, 28, 2007
Westin-Riverwalk
San Antonio, TX
POPA Polos, jackets...
and more!
Please visit the POPA website,
click on the POPA Webstore, and
check out the POPA logo’d
merchandise.
AUTHORS NEEDED!
Looking for regular, quarterly contributors
to the POPA Newsletter. In return, you will
receive free membership in POPA. If
interested, please contact me at the POPA
Home Office.
Thank you!
popa
Pilatus Owners & Pilots Association
Laura Mason
POPA Executive Director
Newsletter Submissions
Members are invited to submit articles
for publication in the POPA newsletter.
We reserve the right to edit, correct or
delete information to fit the newsletter
format.
Issue
Spring
Summer
Fall
Winter
Period
Jan-Mar
Apr-Jun
Jul-Sept
Oct-Dec
Deadline
Mar. 1
Jun. 1
Sept. 1
Dec. 1
Calendar of Events
CONQUEST IN THE SKY
43rd Annual
Reno National Championship
Air Races and Air Show
September 13-19th
Stead Field
Reno, NV
July 19-22nd
ALEA
New Orleans, LA
July 24-30th
EAA
Oshkosh, WI
August 10-12th
LaBace
Sao Paulo, Brazil
August 17th
Regional Operators Conference
Manchester, NH
September 13-19th
MMOPA
Colorado Springs, CO
September 13-17th
RENO AIR RACES
Reno, NV
October 14-18th
IACP
Boston, MA
October 17-19th
NBAA
Orlando, FL
November 9-11th
AOPA
Palm Springs, CA
AOPA Expo 2006
Palm Springs Convention Center
277 N. Avenida
Caballeros
Palm Springs, CA 92262
1-888-G02-EXPO
35
Pilatus Calendar 2006
POPA Board
POPA Administration
President
Ty Carter
Phone: 770.227.5500
ty@lancetoland.com
Executive Director and Editor
Laura Mason
Phone: 520.299.7485
Fax:
877.745.1694
Cell:
520.907.6976
popapc12@aol.com
Vice President
Bob MacLean
Phone: 978.369.5295
macleanb61@earthlink.net
Board Members:
Dick Wikert
Phone: 402.727.5149
wikertr@aol.com
Doug Bradley
Phone: 785.826.9671
sasibradley@yahoo.com
Phil Rosenbaum
Phone: 512.328.8493
phil@ponderosenbaum.com
Non-Profit Status
The Pilatus Owners & Pilots Association has been granted
exemption from income tax under Section 501(c)(7) of
the United Stated Internal Revenue Code. The Internal
Revenue Service (IRS) has classified POPA as a “social
club” and has assigned Employer Identification Number
EIN #31-1582506 to our Association. Annual dues are
not deductible as a charitable contribution, but members
will likely be able to deduct annual dues as a business
expense. Consult your tax advisor for details.
Disclaimer
The comments, articles, stories, letters and information
contained in this newsletter are the personal opinions
of the writers, and are not construed to be official
policy or commentary of Pilatus Owners & Pilots
Association.
POPA
6890 E. Sunrise Drive
Suite #120-Box #114
Tucson, AZ 85750
www.pilatusowners.com
Neither the Association, nor its directors, officers,
nor the editor or publisher gives any official sanction
to any of the articles, stories, letters or information
contained herein.
THE PILOT IN COMMAND (P.I.C.) IS RESPONSIBLE
FOR THE SAFE AND PROPER OPERATION OF HIS
OR HER AIRCRAFT. IT IS THE RESPONSIBILITY
OF THE P.I.C. TO OPERATE THAT AIRCRAFT IN
COMPLIANCE WITH THAT AIRCRAFT’S PILOTS
OPERATING HANDBOOK AND OTHER OFFICIAL
MANUALS AND DIRECTIVES.