MMOPA Magazine Spring 209

Malibu
Malibu
Mirage
Mirage
Volume 18 Number 1 SPRING 2009
I’m Glad You Asked

Airframe Icing: When and How Should I Use the Equipment?
by Dick Rochfort
Representing Owners and Pilots of High Performance Single Engine Pressurized Aircraft Worldwide
SPRING 2009 2 M MOPA
Table of Contents ...
6 Letter from Editor
by Jeff Schweitzer
10 Piper Perspective:
Piper Status Report
by James Bass
12 Notes from the President

by Jim Yankaskas
16 Aviation News
by Doug Leet
28 The 3 Knot Rule

by Bob Conrad
30 View From A JetProp

by Travis Holland
36 MMOPA Survey
by John T Kihm, Richard Geist, Larry Johnson, and Anna G Kihm
40 Meridian:
Not Just a Mirage with a
Turbine
by Justin Lazzeri
44 Malibu Maintenance
by Kevin Mead
48 Issues & Answers

by Mary Bryant
50 El Alamein
by John Mariani
54 Notes from MMOPA

Headquarters
by Russ Caauwe
57 Classified Ads
58 Training Update
58 Calendar of Events
FEATURE ARTICLE
20 I’m Glad You Asked

Airframe Icing
by Dick Rochfort
ON THE COVER
Photo by John Mariani

Enroute to Thailand

Advertisers’ Index ...
The Malibu●Mirage Editor
Advanced Flight Training Jeff Schweitzer
Owners And Page 35
Pilot Association (512) 264-8026 ● Fax (512) 264-8025
Air Journey
Appreciates The Page 47 e-mail: [email protected]
SUPPORT OF ITS Send all publishing inquires, manuscripts and
Air Sure, Ltd., LLC
ADVERTISERS. Page14 photos to the Editor. The Editor is responsible
PLEASE USE THEIR for initial review of all submissions and content.
Aircraft Logs
SERVICES WHENEVER Page 29
POSSIBLE AND
TELL THEM YOU SAW Aircraft Training Services Publisher
Page 57 Association Management, Inc. (AMI)
THEIR AD IN THE
MALIBU●MIRAGE AmSafe San Antonio, TX 78232
Page 19
MAGAZINE. Ship To: AMI
Arizona Aircraft Accessories 140 Heimer Rd., Suite 560
Page 25
San Antonio, TX 78232
ASI/Modern Aero
Page 41 (210) 491-9473 ● Fax (210) 525-8085
Aviation Sales, Inc. Email: [email protected]
Page 39
Aviation Training Management Design
Page 11
Diana Ramirez
Bruce’s Custom Covers
Page 46
Classified Ads Officers & Directors
Page 57 Dr. James R. Yankaskas
Columbia Aircraft Sales President & Board Member
Page 33 e-mail: [email protected]
Des Moines Flying Services, Inc. Mona Rathmel
Page 34
Secretary/Treasurer & Board Member
Eclipse International, Inc.
Page 49
Douglas Leet
Board Member
Finnoff Aviation
Page 46 Don Lockard
FlightSafety International Board Member
Inside Back Cover, page 59 Randy James
General Aviation and Modification, Inc. Board Member
Page 9 Richard Geist
Hartzell Propeller, Inc. Board Member
Page 8 John Kihm
Holland Aero Board Member
Page 13 Jonathan Sisk
JetProp Board Member
Page 47
Larry Johnson
Kansas City Aviation Center
Page 26
Board Member
Jeff Schweitzer
Lester Kyle’s Aircraft Training
Pagae 35 Board Member
Malibu Aerospace
Page 38 Executive Director
Mariani Aviation Service Russ Caauwe M●MOPA
Page 43 P.O. Box 1288
Murmer Aircraft Services Green Valley, AZ 85622
Page 43 Phone: (520) 399-1121
On Eagle’s Wings US members fax us at: (866) 292-7547
Page 29 Outside of the US, fax us at: (862) 902-1551
Pik*West Insurance Headquarters e-mail: [email protected]
Page 45 Website: http://www.mmopa.com
Pilatus
Page 5
Plastech Corporation
Convention Coordinator
Page 18 Bill Alberts
Professional Insurance Management (843) 785-9358 ● Fax: (866) 445-8171
Page 42
RWR Pilot Training
Page 7
Saunders Aircraft Sales
Page 43
Schweiss Bi-Fold Door
Page 25
Scope Leasing Disclaimer
Page 15
Sim/Com Training Center
Back Cover,Page 60 The comments, articles, stories, letters and information
Skytech, Inc. contained in this magazine are the personal opinions of
Page 56 the writers and are not to be construed to be-official
policy or commentary of the Malibu-Mirage Owners and
Socata Aircraft, Inc. Pilots Association.
Inside Front Cover Page 2
Southeast Piper Neither the Association nor its directors, officers nor the
Page13, 27 Publisher give any official sanction to any articles, stories,
Trend Group letters or information contained herein.
Page 55
THE PILOT-IN-COMMAND IS RESPONSIBLE FOR THE SAFE
AND PROPER OPERATION OF HIS/HER AIRCRAFT AND IT
IS THE RESPONSIBLILITY 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.

M•MOPA
Letter from the Editor
Jeff Schweitzer
The answer is yes, we can do more, and I keep emphasizing that last italicized
we can and must do better. To start, we point because no matter how many
should have 100% member attendance times I repeat myself, I discover that I am
at the Malibu/Mirage Safety and Training largely talking to myself. I love to hear
Seminars, and 100% attendance at the my own voice, but that is not my primary
annual convention. Many view these motivation. Since flying is dangerous,
as social events, and therefore consider and we cannot eliminate risk, and no form
attendance optional. That consideration of risk management is perfect, people are
would be wrong. We need to make clear going to die flying airplanes. An accident
to all members that the MMS&TF sessions does not automatically mean someone did
and MMOPA conventions are absolutely something wrong. An accident can simply
essential to flight safety. We make be the manifestation of flying’s inherent
the events fun to attend to encourage risk, even if everybody did everything
participation, and to provide incentives right.
for spouses to accompany the pilots.
But make no mistake: these are serious Still do not believe me? Consider a few
meetings with a deadly serious purpose. fictional scenarios. A large bird strikes
and severely damages the propeller of
Risk, Danger and Loss You might argue that even good and a single-engine airplane flying between
As most MMOPA members know by skilled pilots like Joe and Suzette, who Greenland and Iceland. No matter the
now, Joe and Suzette Brumleve died in regularly attend MMOPA meetings and level of training, maintenance, planning,
their Malibu in a crash about 10 miles safety seminars, can still meet a terrible and pilot skill that brought the aircraft to
west of their home field of Yampa Valley fate. Yes, exactly, and that is the point. We this moment, the outcome of that strike
Regional Airport, near Steamboat Springs, can and must do better, but we will never is inevitable. On a dark moonless night,
Colorado, on Monday, December 22, eliminate the risk of flying. Even under the a meticulously maintained Malibu flown
2008. We all mourn the sad loss. The most ideal and benign conditions, with the by an experienced IFR-current 5000 hour
Brumleves were a steady fixture at all best equipment and the most skilled pilot, pilot, takes off in IMC, and the engine quits
of our conventions and active MMOPA leaving firm ground and cruising along 500 ft AGL due to a catastrophic failure
members. They will be missed. at 200 knots is not equivalent to sitting of cylinder #2. The pilot, blind ahead in
home on the couch. Flying is inherently the black of night, flies the airplane just
We clearly do not know what happened. dangerous. This is not what we are typically right, fast enough to avoid a stall, but slow
Heavy-to-moderate snow and limited taught. Accidents are almost always seen enough to minimize the kinetic energy
visibility were reported throughout the as the result of pilot error. Perhaps this is of impact. Unfortunately, the plane
day in the region. One witness claimed often correct, but the conclusion, as I have hits some trees, tumbles, and erupts
the airplane “did a fly-by of the runway written before, contains an embedded in flames. A Cessna 182 flying VMC at
and was in a right turn to get on a heading assumption which I believe to be terribly 6000 feet, about 500 feet below the cloud
for the runway when about three-quarters wrong. The assumption is that the pilot deck, in transit from Maryland to Texas, is
of the way through the turn he made an was doing something inherently safe, and suddenly assaulted by a heavy downpour
unexpected left bank.” That description, then crashed by taking an unsafe action. of freezing rain, forcing the plane down
and the configuration of the wreck, is But I believe this perverts the truth. If in the Appalachian Mountains. The pre-
consistent with a stall/spin accident, but in fact the pilot was at fault, I would say flight weather forecast contained no hint
we would be grossly premature in drawing the pilot was doing something inherently of adverse weather, and regular updates
any conclusion at all. For all we know the dangerous, and failed to manage the risk on Flight Watch confirmed smooth sailing
plane experienced some catastrophic properly. Those two explanations of the ahead. No forecast or update predicted
failure. Hopefully we will learn more when accident are not at all equivalent. either icing or freezing rain.
the NTSB completes its investigation.
With this distinction in mind, we can “Stuff” happens. Let us never confuse
Most of us read a handful of aviation enhance our power to make aviation risk management with risk elimination; the
magazines devoted to safety, and some safer by recognizing, and then carefully two are entirely different animals. Let us
that focus exclusively on accidents, in managing, our approach to fighting do everything within our power to improve
order to learn from others. While we gravity. On the strength of proper training, safety, while acknowledging that in spite
take all accidents to heart, they hit home diligent maintenance and continuing of those efforts, we will never eradicate
particularly hard when we know and education we can overcome many of the the dangers inherent to flying. From every
admire the pilots and families involved. underlying dangers of hurdling through accident we must learn all that is possible.
Such is certainly the case with Joe and the air in a thin aluminum tube with lots of But not every accident is an indictment of
Suzette. When the loss is personal, we moving parts. We have an obligation to aviation’s training, safety and maintenance
tend to ask with more urgency, “How can make flying as safe as humanly possible. programs, nor necessarily reflective of
we improve our safety record?” or “Is But “as safe as humanly possible” does pilot skill.
there more we can do?” not mean risk-free.

Risk versus Danger ugly result. But does this increase the gritty reputation is not deserved. But now
No, I’m not done yet. You can see why danger? Absolutely not. Nothing about that I have lured you I really want to talk
nobody invites me to parties. I have one fog is inherently dangerous; low visibility about my favorite subject, headwinds.
more bone to pick. Allow me to pontificate does not diminish airplane performance We had 40 knot tailwinds going out and
arrogantly, while pretending a false or cause fuel to freeze. The danger of 90 knot winds on the return. I went back
humility. taking off in zero-zero or CAVU is exactly and reviewed my logbook to confirm
the same, even if the risk is substantially my suspicion that this disparity exhibits
People confuse risk and danger as one higher in the former condition. Keep a depressing consistency. In 20 or so
and the same phenomenon, yet they are the concepts of risk and danger distinct years of flying, not one round-trip saw a
radically different ideas. That matters in your head as you think about aviation stronger tailwind than headwind. Not-
because the confusion inhibits a clear safety. a-single-one-in-20-years-I-kid-you-not.
discussion of risk management. We That statement remains true whether I
should try to be precise in our thinking US Airways am going from my home base in Austin
about improving safety. By now all of us know that US Airways to either California or Florida. Last year
flight 1549 landed in the Hudson River I encountered a 100 knot headwind to
Danger exists as a condi- after losing both engines in what appears Van Nuys, and the following day a 20 knot
tion; risk measures the to be a bird strike. My take on this story tailwind on my return. I came close once
probability that the danger is a little different from the media angle. with a 30 knot headwind to San Diego and
you encounter will have a I have a problem with how quickly we a 25 knot tailwind on my return.
bad outcome. now assign the label “hero” to acts of
competence. I have great admiration So I decided I have to write a book entitled,
Let’s say we know a hungry tiger is for pilot Chesley “Sully” Sullenberger, “Life in the Headwind: An Improbable
lurking in the jungle that we must traverse and believe he made excellent choices Journey.” The book will be nothing but
to get to the golden city on the other quickly in difficult circumstances. He is tables of my headwinds and tailwinds. No
side. We can take a shortcut to beat clearly a skilled pilot who deserves our text or narrative. I am sure this will be a
the competition, which will increase our respect. But he is not a hero, and I am best seller. Because in spite of that beer
chances of encountering the beast; or sure he would be the first to agree. He commercial, I am the most interesting
we can go the long way and significantly and his crew acted with “deliberate calm” man in the world, and even my statistics
reduce any likelihood of seeing the mad as they should. Good pilots should be are fascinating.
cat. As usual, the greater the risk we take able to react well in an emergency. The
the greater the potential reward. But note crew did just that. As all pilots should, he
that in this equation of risk and reward, the maintained control of his airplane down to
danger represented by the tiger remains the landing. Along with excellent work by
constant. What changes is our approach flight attendants, the crew safely evacuated
to the danger. Our risk of becoming cat all passengers. The team performed like
food will increase or decrease depending the professionals they are. I believe we
on what path we choose to follow, but the diminish their accomplishment by labeling
ravenous tiger is dangerous no matter them heroes. We pay them a higher honor
what we do. Danger and risk are not by acknowledging their professionalism.
synonymous.
So if Sullenberger is not a hero, who is? A
Flying is like that ravenous tiger: inherently hero is a soldier charging up a hill against
dangerous. Our risk of being consumed enemy fire to save a fallen comrade.
by flying will wax and wane depending on Brave and heroic were firemen bounding
what path we choose on any given day, up endless smoke-filled stairs in the
but the built-in dangers of aviation never critically damaged World Trade Center,
go away. burdened with 80 pounds of gear, placing
their lives at risk to save others, many
If jungles do not jingle your jangle, a recent knowing they were probably going to die.
experience will explain the distinction The big difference is that the soldier and
more clearly in the world of aviation. firemen had a choice, and each chose
After a meeting in Olathe, Kansas, I was sacrifice. In the case of flight 1549, the
ready to depart early morning. A dense pilot had no option to take another path.
fog encased the airport, up to about 300 He found himself in a dangerous situation
feet, with crystalline skies above. After and reacted well. But reacting well in the
an hour of thumbing through standard face of danger, while admirable, is not
FBO fare of four-month-old issues of equivalent to the heroism of voluntarily
Home & Garden and Southern Living, risking self-sacrifice to help others.
the fog cleared enough for me to see
the taxiway. I departed. With indefinite Another Day, Another Island
ceilings, I would not be returning to the For those of you keeping track, and I
field if my engine quit. Does this increase realize that absolutely nobody is, my wife
my risk? Absolutely. I have fewer options Sally and I have added another Bahamian
if things go south. Simply by definition island to our logbook. We spent New
my risk of a bad ending is higher because Year’s in Nassau on New Providence to
I have fewer opportunities to prevent an pretend winter is a myth. The island’s

Piper Perspective
Piper Status Report
James K. Bass
President and CEO
The New Piper Aircraft, Inc.
I cannot remember a time as difficult as impact. last year while most of the industry shrunk.
the one we are facing today. At every In particular, we have had great success in
turn, we are faced with news of impending I strongly believe that forecasts are either the PA-46 line, and we owe much of that to
collapse. Who, for example, would ever lucky or lousy. That said, however, early people like you, the members of MMOPA.
have predicted that cornerstone institu- indications are that sales are off by as A quick inventory of our strengths shows
tions would be looking to Washington much as 40 percent. Clearly we have had the following:
for survival? I can tell you that for me, to prepare for the worst while we hope
and I’m sure many other people as well, things get better. As a result, we have • A diverse customer base (owner/oper-
watching the chairman of General Motors taken actions to adjust our business to ators, corporations and flight schools
tell the U.S. Senate that his company did this new market reality. We have done with geographic diversity) and a
not have enough cash to make it through so in order to remain a strong and robust comprehensive product line focused on
December was a surreal experience. As company, one that will be better able to growth.
I write this column, our financial markets emerge from this recession in a healthy
have dropped to their worst condition in and capable position. • A fully integrated manufacturing capa-
decades. President Obama is entering bility that gives us much greater control
office with more challenges on his To that end, we have adjusted our work over costs and enables effective risk
plate than any president since Franklin week from five to four days for most management. At Piper, raw products
Roosevelt moved into the Oval Office. employees to save as many jobs as come in the front door and completed
possible while also preserving benefits. aircraft emerge from the other end of
In our home state of Florida, unemployment We’ve also reduced the size of our our plant. Everything from metal fabri-
has hit 7.3 percent, the eleventh worst state workforce by approximately 12 percent cation to machining and final assembly
in the nation, and is at a 15 year high and and decreased factory output to correlate takes place under our roof.
growing. Our home county (Indian River with market demand. While no one likes
County, Florida) has unemployment of 10 to take such actions, our goal is to be • A full capability development center (en-
percent, the third highest in the state. The prepared in the event the market gets gineering services, test operations and
fact is that many are in a state of denial or worse. There is also no good reason to aircraft certification services).
panic. As Warren Buffet recently said, this build aircraft only to have them stack up
is the Pearl Harbor of our financial lives. on our ramp because buyers can’t get • A revenue stream complemented by a
credit from banks hoarding cash. highly stable parts business serving the
General Aviation, of course, has not world’s second largest installed base
been immune to the economic downturn, At the same time, we are ensuring that (85,000-plus Piper aircraft still flying
resulting in a major restructuring of certain strategic elements and initiatives worldwide).
several manufacturers as dramatically remain intact. New product development
lower sales impact businesses. Everyone and innovation continues. Spring sales • A strong balance sheet with financial
is facing the downturn’s challenges as and marketing activities are underway. flexibility.
lending institutions are unwilling to finance We are still recruiting and hiring critical
aircraft sales, inventories climb, and the talent and investing in new infrastructure, • We dominate the six-place market with
elimination of the bonus depreciation equipment and tooling to improve the PA-46 line.
tax benefit takes its toll. The end result productivity, quality and safety.
has been that customers are reluctant to • Customers are gravitating to legacy
buy. To coin a phrase, uncertainty breeds We are also fortunate that Piper is better manufacturers who have shown staying
inaction. positioned than most companies to power through previous financial up-
weather this financial “prefect storm.” For heavals.
Here at Piper we have certainly felt the one thing, we have grown by 20 percent

• We have an experienced worldwide CLMax equaling 1.39. In all, the PiperJet recession. We’re working with our
dealer network. is exceeding our expectations; there have representatives in Washington and on the
been no significant maintenance issues state level to further policies and actions
• An established and qualified supply and the handling and performance are that will improve liquidity and purchasing
base. positive and continue to improve. We confidence and lead to stabilization of
think first customer deliveries could well world and U.S. markets. These include
• A highly talented and dedicated work- coincide with the economic recovery efforts for the continuation of the bonus
force. cycle. Moreover, the PiperJet seems to be depreciation tax policy and similar state
one of only two or three that continues to and local tax relief, including the cessation
• A supportive community and state that succeed in the VLJ market. of Florida’s sales tax policy that in some
we call home. cases imposes double taxation for out-of-
On the safety front we are an industry state aircraft owners who travel to Florida
leader. Our safety performance in 2008 during the first six months of ownership.
In all, we believe compelling opportunities shows that our total recordable incident
will increasingly become available for the rate of a little more than 2.5 is 50 percent Clearly, we are in new territory. It’s
financially strong. While Piper has never better than the industry average of 5.7, difficult to forecast future demand with
seen a downturn like this, you know how and our severity rate for the same period any accuracy because nobody knows
we have operated in the past, and how we of under 1.0 is 75 percent better than the how far things will deteriorate. We believe,
have made sure that we operated out of industry average of 2.9. however, that we all must ensure that we
our strengths and ensured a strong and are not in a state of denial or panic. More
viable future during past recessions. As for our community, we recently specifically, we at Piper need to make sure
updated officials with the Indian River you, our customers, receive every bit of
On the new product front, the PiperJet County Commission and the State of support we can give and that we take the
development program continues with Florida about our continued contributions actions necessary to remain the strong
great success. We are running the aircraft to the County and State. Even in these and capable company that we are.
through development tests methodically tough economic times, we outlined how
and comprehensively so as to test the Piper continues to employee 900-1,000
aircraft from every angle and against people for a total annual payroll of $52.3
every parameter. million in 2008. During the same period,
we spent $38.2 million on goods and
As I write this column, we have logged services in Florida and almost $10 million
more than 61 flights for a total of 104 hours. in our home county.
We have taken the PiperJet to 200 KIAS at
17,500 feet, which equals 270 KTAS. Our Going forward, we are taking every
minimum speeds to date have been 90 opportunity to ensure that we maintain
KIAS at approximately gross weight, or a viable strategic plan to weather this

Note from the President
A Landmark Convention
Jim Yankaskas
Sorrow and Rededication our relationship with Piper. Jim Bass

situation we emphasized the benefits of responded positively to my invitation to
Like their other MMOPA friends, I was
having a second pilot and the importance send a representative to the meeting.
deeply saddened to learn of Suzette and
of good communications, division of Bob Kromer, Vice President for Marketing,
Joe Brumleve’s deaths in the 22 December
responsibilities, and flying the airplane represented Piper. Bob attended the
Malibu crash near their Steamboat
first. We decided to practice such crew entire 3.5 hour meeting, observed the
Springs, Colorado home. They were ideal
resource management procedures more Board at work, and presented Piper’s
members who participated in many of our
often, ideally in simulated conditions. goals and concerns clearly. We had full
training activities, and who demonstrated
The Brumleve’s accident should make participation and frank discussions. Our
the safety conscious attitude that I try to
us all rededicate ourselves to the safety decision to continue working together
emulate. They were good supporters of
and training goals that MMOPA was on issues of mutual concern has
MMOPA in many ways and had become
established to foster. already borne fruit. The benefits were
my friends. It took several days to deal
with my sorrow before I sent condolences demonstrated by Piper’s activities in our
to their family.
Member Survey 2008 convention, (summarized in my
With the Board’s endorsement John notes and the convention report in the
Kihm, Richard Geist and Larry Johnson last issue of this magazine) and by Piper’s
How could that happen? The publicly
prepared, distributed and analyzed a subsequent member survey and product
available information did not provide clear
MMOPA member survey, to describe our support activities. The key outcomes of
answers, but offered some clues. Marginal
member and fleet composition, identify our September 24, 2008, meeting are
VFR weather prevailed, along with possible
concerns, and solicit comments, both listed below.
icing conditions. Joe reported a problem
positive and negative. The methods and
with landing gear extension.
results are reported elsewhere in this
• Continue to improve member com-
issue. We appreciate the input of the
Doug Leet and I analyzed the available munications and benefits.
272 members who responded. Despite
reports on the basis of our own flying
the limitations of surveys, this one • Complete and report the Member Sur-
practices. We know that many accidents
provides an assessment of our member vey.
occur when a pilot’s attention is diverted
composition and how MMOPA is doing
by some problem or distraction. Several
as an organization. The comments will • Continue to work with Piper to foster
distractions have caused memorable
help direct our future efforts. Thanks to common goals, while recognizing our
errors on my part. Some were handled
Richard, Larry, and particularly to John distinct missions.
effectively. In December 2007, Doug
Kihm for suggesting and completing this
and I noted a loud bang and loss of
project. • Add an Organization Concerns Forum
hydraulic pressure as Doug raised the
gear when we departed our home base to the website.
of Raleigh-Durham (RDU) for a training Board Actions
flight. I notified the tower, declared an The Board has an annual spring meeting. • Consider increasing staff, based on
emergency, and we were cleared to land We now hold those near a central U.S. member growth from about 300 to
on any runway. I assumed flying duties airline hub, to provide convenient and almost 1000 members.
while Doug reviewed the checklist and inexpensive travel options. In April we
extended the gear. We switched back decided to have an additional half day • Name Tom Keiffer as MMOPA web-
to our original roles and Doug landed board meeting just prior to our September master.
perfectly as I managed communications. 2008 Dallas convention. This entailed
After parking we did not take long to find several extra hours, but no additional • Add integration/transition to the PiperJet
hydraulic fluid in our empennage, or to costs. Our main agenda items were to (PA-47) as a MMOPA mission.
identify the ruptured hydraulic reservoir. review the status of MMOPA, consider
As we reviewed our handling of the short and long term goals, and to discuss

Iowa City The field is a nice general aviation airport
Like many of my friends, I always look for located north of St. Louis, about 3 miles
good reasons to fly. I am a pulmonary from the confluence of the Illinois and
and critical care medicine physician at Mississippi Rivers. The airport is home
the University of North Carolina, and to the Confederate Air Force Missouri
direct the UNC Adult Cystic Fibrosis (CF) Wing. Our flight to Iowa City (KIOW) took
Program. One of my “volunteer” jobs is 66 minutes. The service at this modest
to serve on the CF Foundation Center college town airport was great. The line
Committee. This group sets standards for person even drove us to our hotel. We
and accredits the 115 U.S. Cystic Fibrosis worked over dinner at a comfortable
Centers. Each Center has a one-day site Iowa City restaurant and also talked
visit by two center committee members at about aviation and lean-of-peak engine
least every five years. I do about four such operations. A cold front passed through
visits per year. This fall I was assigned that night. Our site visit went well. The 60
to visit the University of Iowa, with Gary minute flight back to KSET in clear air was
Albers of St. Louis University. That looked spectacular, with unobstructed views of
like a perfect Malibu trip. It turned out to the Iowa farm fields and of the great rivers.
be even better for Gary. The airlines have I look forward to welcoming Gary and/or
limited service to Cedar Rapids, and Gary his son as MMOPA members sometime in
would have to spend two nights and most the future. My solo flight back to RDU was
of three days for this trip. I checked the nearly ideal. How great to have and use
local fuel prices and chose to meet him such a versatile airplane.
at St. Charles – Smart Airport (KSET).

Aviation News
Doug Leet
Douglas Leet studied at Michigan State University and received his M.D. degree from The University
of Chicago. Internship, residency and fellowship in General Surgery and Urology followed in Chapel
Hill at The University of North Carolina. He practices Urology in Raleigh, specializing in pediatric and
microsurgery, female urology and oncology. Flying was always just a dream until 1978, when he began
early morning lessons before work during his fellowship in general surgery. Thirty days later, with nearly
continuous ground school, he had his private certificate. Doug bought a 1964 Mooney M20E shortly
thereafter and obtained his instrument ticket in 1980. The M20E was sold for an M20K (turbo), and
finally the ultimate flying machine, his 1984 Malibu. Doug’s flying experiences expand across all of North
America and into the Southern Caribbean.
This is preliminary information, subject the aircraft’s landing light veer toward the Injuries: 2 Fatal.
to change, and may contain errors. Any taxiway so he cleared the CRJ to land on
On December 14, 2008, at 1204 UTC,
errors in this report will be corrected when 29R. PA46 was still on the runway, the
a Piper PA-46T, N403HP, serial number
the final report has been completed. CRJ pilot saw the PA46 and went to the
46-36312, crashed in a wooded area
right side of the runway to miss the PA-46.
during a visual approach into the Voslau
NTSB Identification: DFW08CA219 The CRJ pilot reported they missed
Aerodrome (LOAV), Baden, Austria. The
14 CFR Part 91: General Aviation colliding by 15 feet, wingtip to wingtip.
pilot and passenger on board were killed
Accident occurred Wednesday, August The incident occurred during night visual
and the airplane was destroyed. Visual
20, 2008 in ST. LOUIS, MO meteorological conditions with 10 miles
meteorological conditions prevailed at
Aircraft: PIPER PA46-500TP, registration: visibility.
the time of the accident. The pilot had
N618MA
cancelled his Instrument Flight Rules
Injuries: 1 Uninjured. NTSB Identification: CEN09FA070
clearance prior to entering the pattern at
14 CFR Part 91: General Aviation
LOAV. The airplane was on an instrument
While landing at the destination airport, Accident occurred Saturday, November
flight rules flight plan from Shoreham-
the pilot failed to lower the landing gear. 22, 2008 in Marshfield, WI
by-Sea Airport, Sussex, England, United
The airplane settled on the runway Aircraft: PIPER PA46-500TP, registration:
Kingdom, to LOAV
centerline gear up, departed the right N67TE
side of the runway, and came to rest in Injuries: 3 Fatal. According to the Austrian Accident
the grass. The pilot was able to egress Investigation Branch, the pilot cancelled
the airplane without assistance. Damage On November 22, 2008, about 2309 his IFR clearance and descended on
was discovered to the airplane’s left wing Central Standard Time, a Piper PA46- to a downwind leg for runway 31. LOAV
leading edge, belly, and fuselage. 500TP, N67TE, piloted by a commercial advised the pilot they were landing
pilot, was destroyed during an in-flight runway 13. The pilot made a left turn
NTSB Identification: OPS08IA013A collision with terrain and a post impact fire, inbound toward LOAV in an area of high
Incident occurred Thursday, August 28, about 0.5 nautical miles north-northwest terrain west of the airport (elevation 2,880
2008 in Fresno, CA of Marshfield Municipal Airport (MFI), feet msl). The airplane was at 2,600 feet
Aircraft: Piper PA-46, registration: N9219T Marshfield, Wisconsin. The night cross- msl. LOAV advised the pilot to avoid this
Injuries: 2 Uninjured. country flight was being conducted under area as the pilot reported his position as
Title 14 Code of Federal Regulations 5 miles east of LOAV. During a right turn
On August 28, 2008, at approximately Part 91, without a flight plan. Visual from downwind to final for runway 13, the
9:07 pm Pacific daylight time, a runway meteorological conditions prevailed at airplane collided with the terrain.
incursion occurred involving N9219T, a the time of the accident. The pilot and
Piper PA-46, and SkyWest (SKW) flight two passengers sustained fatal injuries. NTSB Identification: CEN09FA098
69R, a Canadair CRJ2 at Fresno Yosemite The flight departed Austin Straubel 14 CFR Part 91: General Aviation
International Airport, Fresno, California. At International Airport (GRB), Green Bay, Accident occurred Monday, December
the time of the incident a single controller Wisconsin, about 2220. MFI was the 22, 2008 in Hayden, CO
was in the tower cab (developmental intended destination. Aircraft: PIPER PA-46, registration:
controller--certified on all tower positions N46SB
and one position in the radar facility), NTSB Identification: CEN09WA091 Injuries: 2 Fatal.
responsible for 3 aircraft. The PA-46 14 CFR Part 91: General Aviation On December 22, 2008, approximately
landed on runway 29R and was unable Accident occurred Sunday, December 1205 mountain standard time, a Piper
to exit the runway on high speed taxiway 14, 2008 in Baden, Austria PA-46-310P, N46SB, registered to and
B3 so the pilot continued to taxiway B5, Aircraft: PIPER PA46, registration: operated by the pilot, was destroyed
an unlit taxiway. The tower controller saw N403HP

when it collided with terrain following last seen near Harpersville, Ala., around downed plane a ride through the swamp
a loss of control during landing on an 2:30 a.m. Monday. Five hours earlier and in his canoe.
instrument landing approach to the Yamp more than 200 miles away, Schrenker’s
Valley Airport (HDN), Hayden, Colorado. six-seat, single-engine Piper PA-46 “Now, after you think about it, it could have
Instrument meteorological conditions crashed into a marshy area of the Florida been real bad, it could have taken out two
prevailed at the time of the accident. Panhandle with no one on board. or three houses,” he said Monday.
The personal flight was being conducted
under the provisions of Title 14 CFR Part Schrenker was flying over Huntsville, In the weeks before the crash, Schrenker’s
Ala., when he made a distress call saying life was spiraling downward: He lost a
91, and an instrument flight plan had been
the windshield had “imploded” and half-million-dollar judgment against one
filed. The private pilot and commercial
that he had “severe bleeding.” Air traffic of his companies when he skipped a
pilot on board the airplane were fatally controllers in Atlanta advised the pilot to court hearing. His wife filed for divorce,
injured. The cross-country flight originated land at the Pell City Airport, but he did not and investigators probing his businesses
at Hutchison (HUT), Kansas, at 1013 respond. for possible securities violations searched
Central Standard Time, and was en route his home and office.
to HDN. “All indications now are that he made
some type of false emergency call (and) The plane was registered to Indianapolis-
abandoned the plane by parachute,” based Heritage Aircraft LLC and was
Preliminary information indicates the pilot said Sgt. Scott Haines of the Santa Rosa bound for Destin, Fla., where Schrenker
had been cleared for the ILS (instrument County, Fla., Sheriff’s Office. owns a home. Schrenker is the president
landing system) approach to runway and CEO of Heritage Wealth Management
10 at HDN. Radar showed the airplane Schrenker told officers from the in Indianapolis, which was facing
proceeding outbound for the procedure Childersburg, Ala., Police Department that investigation.
turn. After making the turn, the airplane he was in a canoeing accident and asked
crossed the localizer at a 90-degree for a ride to a hotel. Unaware of the plane “Heritage Wealth Management Inc.,
angle. The pilot reported he was having crash, officers agreed. When they returned Heritage Insurance Services Inc. and Icon
“landing gear problems.” The pilot was to the hotel in search of Schrenker, he had Wealth Management are the subjects
disappeared. The officers learned he had of an active investigation by the Indiana
vectored back towards the localizer,
paid for his room in cash before putting on Securities Division,” said Jim Gavin,
then he reported that the problem had
a black cap and running into the woods communications director for the office of
been resolved and that he had “three next to the hotel. Indiana Secretary of State Todd Rokita.
green lights.” Radar showed the airplane Gavin confirmed that a related search
crossing the localizer and entering a steep “He stated that he was bleeding profusely; warrant was served on Dec. 31.
left turn. Radar coverage was then lost. there was no blood located inside the
cockpit of the plane,” Haines said. “And Accident Synopsis
the windshield appeared to be intact, The first two accidents resulted in no
Aided by ELT (emergency locater which was not consistent with his story.” injuries (except to egos) and involved pilot
transmitter) signals, the wreckage was and controller error. The first is a member
located by search and rescue personnel Anderson Municipal Airport records of MMOPA and the next not.
approximately 1645 at a location 2.5 miles show the plane left around 6:15 p.m.
west of the Elk Head Reservoir. The on- Sunday. Interim Manager Ron Smith said The next two accidents were fatal and
scene investigation has been postponed Schrenker runs a wealth-management involved CFIT. Both planes were turbines
until weather conditions improve. company based in Indianapolis and keeps and were responsible for 5 fatalities. The
the plane at the Anderson airport. first accident occurred in Wisconsin at
And now, the PA-46 accident that made night, and the pilot had not filed a flight
national news: “He’s based here, he flies pretty regularly,” plan. The plane was not registered to a
Smith said. “He went (to Florida) pretty MMOPA member. The next accident
Pilot on the run from Alabama regularly, that’s the kind of thing (the involved a MMOPA member on a flight
authorities plane) was built for.” Military aircraft from the U.K. to Austria. According to
Schrenker made phony distress call, from Whiting Field were called to assist the transcript, the accident would appear
Schrenker’s plane, and personnel saw (preliminarily) to be a maneuvering
checked into hotel under false name
it as it went down. Pilots used flares to procedure (circle to land?) into terrain to
illuminate the cabin and said the door align with the active runway. The plane
The Herald Bulletin, January 12, 2009 to the plane was open and the cockpit was registered to Gerry van Oortmarssen
(from Associated Press) was dark. A search for Schrenker began from Hove, East Sussex, U.K.
immediately, including helicopters, boats
ANDERSON — A pilot who left Anderson and dogs. The search was suspended The fifth accident brought me to my
Municipal Airport on Sunday apparently because of high tide. knees. When I read the news, I literally
made a phony distress call, bailed out of had to sit down. The accident involved
his airplane, causing it to crash, and was Bill and Debbie Timbie, whose house is our beloved Joe and Suzette Brumleve
on the run late Monday from Alabama less than 100 yards from where the plane from Steamboat Springs. These were two
officials. crashed, were home Sunday night when experienced pilots who worked more as a
they heard the jets flying overhead. Bill
Marcus J. Schrenker, 38, of Fishers, was Timbie gave rescuers looking for the cont. page 18 ►

Aviation News
(continued)
“crew.” According to the news reports, US Airways if arriving at night, particularly at an

Joe and Suzette were returning from a Much of the news for two days in mid- unfamiliar airport.
maintenance flight to Hutchinson, KS. January was dominated by the US
The report mentions having a momentary Airways jet that lost power minutes after Fuel Sender Units
problem with the landing gear. Was this taking off from LaGuardia airport. The Piper requested the names of three
the distraction that would set them up for pilot had limited options, although this volunteers to have the newer design
the sharp turn onto final and what sounds happened in daylight and VFR conditions fuel sender units installed. We had only
like a stall/spin accident? John Mariani (good luck times two). He glided the plane three members step forward, which was
has spent hours lecturing us about stalls, to a water landing on the Hudson River. a disappointing response. However,
reminding us that we can even stall at Some people are calling him a hero. He those three were chosen. Piper is now
high speeds if our bank angle is high (an certainly did a good job of flying the plane contacting the owners and arranging for
accelerated stall). If the intercept course in an emergency with little time to react. installation on these “test models.” The
is too sharp, go around. Even in a high He made the right choices in a difficult units will be installed for a defined time,
density (RDU) pattern IFR, I am sometimes situation. The most important thing he did and then removed to examine tolerances
given too sharp an intercept course and is what he did not do: stall the plane. All and to look for abnormal wear and
have to ask for a re-entry. passengers and crew survived with only accuracy, among other parameters. More
a few minor injuries because he executed on this later.
The last “accident” involves the intentional a controlled landing on water instead of
destruction of a 2002 Meridian as an falling out of the sky. I guess if not stalling
instrument of flight from the law. This the plane makes a pilot a hero, he would
individual cost all of us money as the event qualify. You, too, can get to be a hero.
is classified as an accident and must be Do not stall. Also, choose options that
paid for from our premiums. He was not give you the best conditions if a problem
a member of MMOPA. I doubt seriously develops. These include flying during
he would have participated in our safety daylight conditions whenever possible,
programs. This is a sad story for the pilot, avoiding circle to land approaches and
his innocent family and for us. always flying an instrument approach

I’m Glad You Asked
Airframe Icing: When
and How Should I Use
the Equipment?
Dick Rochfort
A former corporate pilot and primary flight instructor, Dick is a full-time Master Certified Flight Instructor providing
insurance approved initial and recurrent pilot training in the Piper PA46 Malibu, Mirage, and Meridian aircraft. He
is currently flying over 450 hours per year and trains 60-80 pilots every year exclusively in these aircraft. He holds
multi-engine ATP and Gold Seal Flight Instructor Certificates with CFII, MEI and CE-525S ratings. He has been actively
involved in flight training since 1991 and has trained pilots all over the US, Canada and Europe. Dick is an Aviation
Safety Counselor for the FAA Baltimore FSDO, a National Industry Member of the FAA Safety Team (FAAST) and has
conducted hundreds of programs for the pilot community. He is an instructor for the M/MOPA Safety and Training
Foundation and The National Association of Flight Instructors has designated him Master CFI. Less than 1% of all
flight instructors have earned this designation. Dick served as a Staff Sergeant E6 in the US Army Special Forces
from 1970 until 1976 as an A team radio operator, training indigenous personnel in field communications. He
worked from 1976 until 1991 as an industrial engineer training manufacturing personnel for the production of
communication and navigation equipment for US military. His education includes undergraduate degrees in
Clinical Psychology and Engineering and a Masters Degree in Business Administration. Dick lives in Baltimore,
Maryland with his wife and two daughters. He is a PADI Certified Scuba Diving Instructor, First Aid Instructor and
an Eagle Scout.
The alphabet agencies of the FAA, NTSB and NASA have all funded extensive research Typically rime ice occurs with temperatures
on icing. Yet ice remains somewhat of a mystery, and continues to kill. between -5° and -20° C. Rime ice looks
rough and has a milky, opaque appearance
The illustrations that follow are the FAA’s; the photographs are mine. According to the resulting from air trapped when it strikes
FAA Instrument Flying Handbook, “The very nature of flight in Instrument Meteorological the leading edge of an airfoil and freezes.
Conditions means operating in visible moisture such as clouds. At the right temperatures, Rime is less dense and usually easier to
this moisture can freeze on the aircraft, causing increased weight, degraded performance, remove than clear ice. Rime ice tends to
and unpredictable aerodynamic characteristics. Understanding, avoidance, and early form wedge shaped accretions that do
recognition followed by prompt action are the keys to avoiding this potentially hazardous not disturb airflow as much as clear ice.
situation.”
Structural icing, which

refers to the accumulation
of ice on the exterior of the
aircraft, is broken down
into three classifications:
rime, clear, and mixed. For
ice to form, two conditions Clear ice is usually formed from larger
must be present: moisture water droplets or freezing rain that can
and air cooled to 0° C spread over a surface. This is the most
(32° F) or less. However, dangerous type of ice since the result is
aerodynamic cooling clear, hard to see, and can rapidly and
can lower the surface significantly change the shape of the
temperature of an airfoil airfoil.
and cause ice to form on CLEAR
the airframe even though
the ambient temperature is RIME
up to about 5° above freezing.
Types of Ice
Rime ice forms if the droplets are small
and freeze immediately when contacting
the aircraft surface. This type of ice usually
forms on areas such as the leading edges of
wings or struts.

MIXED
is detected, a pilot should do one of two icing equipment is used.

things, particularly if the aircraft is not
equipped with deicing equipment; get out Moderate. The rate of accumulation is
of the area of precipitation; or go to an such that even short encounters become
altitude where the temperature is above potentially hazardous and use of deicing/
freezing. This ‘warmer’ altitude may not anti-icing equipment or flight diversion is
always be a lower altitude. Proper preflight necessary.
action includes obtaining information on
the freezing level and the above freezing Severe. The rate of accumulation is such
levels in precipitation areas. Report icing that deicing/anti-icing equipment fails to
to ATC, and if operating IFR, request new reduce or control the hazard. Immediate
routing or altitude if icing will be a hazard. flight diversion is necessary.”
Be sure to give the type of aircraft to ATC
Mixed ice is a combination of clear
when reporting icing.” Be sure to use this terminology when
ice and rime ice, and has the worst
communicating with ATC.
characteristics of both types. This form of
AIM instructs pilots on how to describe
ice can develop rapidly when ice particles
icing conditions: Where the Beast Lurks
become embedded in clear ice and build
a rough accumulation. Mixed ice is most
Cloud type provides important information
likely to form at temperatures between
regarding the stability of the air mass and
-10° to -15° C.
the type and severity of the icing threat.
Types of Accumulation
Stratus clouds develop into fairly uniform
Structural icing is a condition that can
horizontal layers. These clouds typically
only get worse with inaction. During
contain lower quantities of liquid water
an inadvertent icing encounter, the
than cumulus clouds, but can still contain
pilot must act to prevent additional ice
significant amounts. Thickness can go to
accumulation. Regardless of the anti-ice
several thousands of feet; however, the
or deice protection capabilities of the
vertical extent of an icing layer in a stratus
aircraft, the first course of action should
cloud usually does not exceed 3,000 feet.
be to leave immediately the area of visible
Icing in stratiform clouds is usually found
moisture. This might mean descending
in the mid-to-low-level clouds below
to an altitude below the cloud bases,
15,000 feet AGL.
climbing to an altitude above the cloud
tops, or turning to a different course. If
escaping visible moisture is not possible,
then the pilot must move to an altitude
where the temperature is above freezing.
Pilots should report icing conditions to
ATC and request new routing or altitude
when encountering ice.
AIM 7-1-21 says the following: “The

effects of ice on aircraft are cumulative-
thrust is reduced, drag increases, lift
lessens, and weight increases. The
results are an increase in stall speed and Trace. Ice becomes perceptible. Rate
a deterioration of aircraft performance. In of accumulation is slightly greater than
extreme cases, 2 to 3 inches of ice can sublimation. Deicing/anti-icing equipment
form on the leading edge of the airfoil in is not utilized unless encountered for an
less than 5 minutes. It takes but 1/2 inch extended period of time (over 1 hour).
of ice to reduce the lifting power of some
aircraft by 50 percent and increases the Light. The rate of accumulation may create
frictional drag by an equal percentage. a problem if flight is prolonged in this With an advancing warm front, stratus
A pilot can expect icing when flying in environment (over 1 hour). Occasional clouds can form hundreds of miles
visible precipitation, such as rain or cloud use of deicing/anti-icing equipment ahead of the actual frontal boundary.
droplets, and the temperature is between removes/prevents accumulation. It does
+02 and -10 degrees Celsius. When icing not present a problem if the deicing/anti- cont. page 22 ►

Airframe Icing
(continued)
The classic cold front (in

contrast to the shallow variety)
is characterized by extensive
cumulus cloud development,
which often straddles the front
and is typically associated
with the warm season. Intense
lifting by the front usually
forces cloud development
into narrow bands of clouds
tens of miles wide near the
surface location of the front.
These convective clouds
can develop into full blown
During colder months, warm fronts can thunderstorms with heavy
be extremely dangerous. Warmer air precipitation, turbulence, hail,
rising over a layer of subfreezing air can and high levels of supercooled
produce freezing rain or freezing drizzle. liquid water.
The icing environment in a warm front can
be 10,000 feet thick or more, although a Air mass cumulus clouds
3,000 foot change of altitude will usually are formed when ample
take you out of these conditions. Given moisture exists and the air
their wide extent, lateral deviations are mass is unstable. When not
often not practical with warm fronts. associated with convective
activity these cumulus clouds
usually have limited horizontal
extent (2-6nm), but vertical
development can cause
the range of icing to cover
many thousands of feet. All
cumulus clouds have the
ability to develop rapidly, and
often contain high amounts
of liquid water and larger
droplet sizes. Icing in cumulus
clouds is usually found below
27,000 feet at temperatures
between +2° and -20°C. Icing
encounters in these clouds
are usually short in duration,
but may be severe in intensity. Icing is most intense in the updrafts that have high liquid
water content, which sometimes support supercooled large droplets (SLD).
SLD is visible ice behind the

active part of the deicing
boots, often appearing as
granular dispersed ice crystals
or total translucent or opaque
coverage of the unheated
portions of the front or side
windows. An SLD encounter
Shallow cold fronts are typica1ly unusually results in extensive
associated with the cold season. coverage of ice, visible ice
Widespread stratus behind the front can fingers, or ice feathers on parts
cover several states, but they are usually of the airframe not normally
capped by a temperature inversion and covered by ice.
are therefore typically not very deep,
usual1y less than 5,000 feet. Most icing encounters involve droplets about the diameter of a thin human hair, defined
in formal terms as a “median volumetric diameter” (MVD) between 15 and 50 microns.

An aircraft certificated for flight into Ahead of the Game image. Folks, this is a great opportunity
known icing can handle flight in stratus- When I was first hired as an industrial to get the big picture, and this is where I
type clouds with droplet MVDs up to 40 engineer, the manufacturing manager usually start.
micrometers and flight in cumulus clouds called me into his office and suggested
with droplet MVDs up to 50 micrometers. that I never bring him problems. He said, In the areas and altitudes we typically fly,
But SLDs can be up to 100 times larger. “Bring me solutions. That is what I hired icing is possible on just about any day of
Larger droplets have greater inertia, and you for.” I wanted to suggest that he stop the year. So before any flight, I also go to
are less influenced by the airflow around ending his sentences with a preposition. the CIP (current icing potential) and FIP
the aircraft. As a result, larger droplets He added that he did not like surprises, (forcast icing potential) on NOAA’s ADDS
adhere to more of the aircraft surface, and that I should not like them either. To website: http://adds.aviationweather.
and are more likely to move behind ice this day, I hate surprises; they are the sort noaa.gov/icing/. This site offers a number
protected surfaces (“flowback”). of predicaments up with which I will not of creative and useful products, one of
put! which is a slick flight path tool that you
SLD may be present under the following just have to see to believe.
conditions: In aviation, surprises often mean that
the pilot is behind the airplane. Avoiding Icing Strategies
• In visible rain with very large water surprises means, therefore, staying ahead If you encounter ice, action should be
droplets of the airplane. Of course sometimes this taken without delay (No Delay – Yes
• Droplets splashing or splattering on is easier said than done. The best way Andale). The alternate air door (piston
impact with the windshield to begin is to get the big picture; literally. aircraft) should be open any time you
• Water droplets or rivulets streaming on I like to start with the current weather. are encountering visible moisture. Im-
heated or unheated windows Only three pictures describe current mediately activate ice protection systems
• Weather radar returns showing weather. The three are sattelite images, at the first signs of icing or any time you
precipitation (yes, exactly) Nexrad and the surface observation chart. are in conditions conducive to icing even
Everything else is a prognostication, and if you do not yet see any forming.
Despite icing certification limitations, any word with that many syllables has to
accidents and incidents in SLD conditions be trouble. As a general rule, fly perpendicular to or
have been documented, especially behind the direction of frontal movement.
following sustained flight in freezing Unisys has a website (http://weather. Use standard thunderstorm avoidance
drizzle or freezing rain. unisys.com/satellite/sat_sfc_map.html) techniques to evade classic cold front
with all three products displayed as one icing. Do not rely solely on weather radar.
Cells not yet visible on radar can produce
substantial icing. Along a shallow cold
front, change altitude by at least 3,000
feet if you encounter icing.
In stratus clouds, monitor your outside

conditions closely, and if icing is
encountered, change altitude, again, by
at least 3,000 feet to avoid prolonged
exposure. In cumulus clouds, if the
temperature is conducive to icing, attempt
mightily to maintain visual separation from
the clouds.
cont. page 24 ►

Airframe Icing
(continued)
occurs. Few pilots have any experience

recovering from tail stalls. There may be
few or no symptoms prior to flap extension.
Symptoms include:
• Abnormal elevator authority, vibrations

and/or effectiveness
• Sudden un-commanded nose down
pitch
• Autopilot performing excessive pitch
trim
A tailplane stall occurs when, as with

the wing, the critical angle of attack is
exceeded. Since the horizontal stabilizer
counters the natural nose down tendency
resulting from the center of lift of the main
wing, the airplane will react by pitching
down, sometimes uncontrollably, when
the tailplane is stalled. Application of flaps
can aggravate or initiate the stall. The
pilot should use extreme caution when
applying flaps during an approach if the
tailplane is possibly iced up. In fact, if you
even suspect icing, you should land with
no flaps if at all possible given runway
length and condition.
Anti-icing and De-icing on the

Ground
After you land, be sure to remove all
contamination before the next flight. A
number of expedient strategies for deicing
passively can be employed, depnding on
surface conditions. The best method is
to use Type I deicing fluid immediately
before takeoff. Aircraft deicing fluids are
primarily a blend of propylene glycol and
water, along with proprietary additives and
stabilizers. Type I is sprayed onto critical
surfaces such as the wings, flaps, and
fuselage at temperatures above 140°F to
melt any ice and accumulated snow. Type
Consider cues from geography along masses tend to be warmer and can contain
I fluids are effective in deicing aircraft, yet
the intended route of flight. For example, larger amounts of water vapor. Warmer
will not provide long term protection from
icing risk can increase near large surface temps can lead to instability and
the reformation of ice, snow, frost, or slush
bodies of water, since moisture added stronger convective updrafts.
on surfaces that are exposed to freezing
to overlying air masses increases water
precipitation.
content. Air flowing over a mountain Tailplane Icing
range can produce serious icing hazards, Often neglected in a discussion of icing Type IV anti-icing fluids provide protection
especially along the windward side of a is the effect on the empennage, and against the reformation of ice and the
major range. the possibility of a tailplane stall. Sharp- accumulation of snow or slush on clean
edged surfaces are more susceptible to aircraft surfaces for a certain period of
Always consider routes or altitudes that collecting ice than large blunt surfaces. For time. Type IV is designed to be applied
limit your risk of an icing encounter, For this reason, the tailplane may accumulate to a clean aircraft surface immediately
example, remember that mountainous ice before the wings, and may accumulate after completion of deicing. Type IV
terrain also limits escape options. Always ice faster. In some circumstances you fluids contain proprietary thickeners to
remember, as we discussed, that icing is cannot readily see the tail, and you may enable the fluid to form a protective film
not limited to winter months. In summer, air be unaware of the situation until the stall on treated surfaces, providing holdover

protection against ice formation and/
or snow accumulation, yet shearing off
the aircraft wing upon takeoff. Type IV is
good for airlines and light jets, but should
not be used by light aircraft because the
mixture is designed to shear off at 115
knots, which is well above our rotation
speed.
The best way to learn about operating

in and around icing conditions is to read
the readily-available literature on the
topic, and to spend time with a qualified
instructor. I urge all PA46 pilots to do so.

The 3 Knot Rule
Bob Conrad
Bob was told he could never be a pilot during a long bout through the 70’s with Meinere’s Syn-
drome, an inner ear disease. He received his pilot license in 1983 after a successful operation. He
is a CFII and enjoys teaching. He owns a Decathelon and takes pleasure in light aerobatics. He
also stays busy developing and maintaining web pages for charities
and flying for AirLifeLineMidwest.
Bob graduated from the University of Detroit in 1962 with a degree in Electrical Engineering. He
then joined his father’s Motorola Two-Way Radio business, which eventually grew to over 160 em-
ployees in the two-way radio, cellular, paging, SMR, manufacturing and radio broadcast industries.
In 1990, his company took over airport management and FBO operations, including a maintenance
and avionics shop, at the butler County Regional Airport in Hamilton, Ohio (HAO). In 1999, Bob
decided to take an early retirement and turn the business over to his children and employees.
You can visit his web site at :www.PA46T.com
In 2000, I converted my Malibu to a JetProp. rule of thumb: if the flight is less than 250 three knots per 1000 feet, going lower (or
During initial training I was told repeatedly km, climb to the flight level that matches not climbing as high initially) would result
that if traveling a distance greater than 250 the distance. For example, if flying 200 km in a higher ground speed. Staying lower
kilometers I should always fly at FL260 or then use FL200. But what happens when also brings still another advantage. You
FL270. I often thought, however, certain the headwind is unusually strong? How have the power to increase your IAS over
conditions must sometimes exist in which high is too high, and what lower altitude what is available at the top flight levels
milder headwinds at lower altitudes would would yield a greater ground speed? to enjoy even greater ground speed.
yield greater ground speed. To use an But going lower has limits, too. Range
extreme example to prove the point, if The answer is actually simple. The air will be reduced due to increased fuel
the headwind is 250 knots and the TAS is gets thinner as you climb. Less drag on consumption. Flying below 15000 feet
250 knots, groundspeed would be zero. the airfoil increases TAS by two knots over any great distance would not likely
Changing altitude in that case would per 1,000 feet. The turbine loves rarefied be beneficial except in the most unusual
be prudent, likely to yield some speed air and will yield one knot TAS more per circumstances.
greater than zero at a lower level. So I set 1,000 feet for the same power setting.
out to determine the best final altitude for That adds up to an increase of 3 KTAS per So given these variables, what is the rule
each flight. 1,000 feet due to the benefits of higher of thumb? Calculate your best final cruise
altitudes. (To verify this yourself, just log altitude if your headwind component is
If the winds are less than 30 degrees your TAS verses altitude as you climb with above 75 knots at FL260. The key is to
left or right from behind, climbing to the a constant power setting). Therefore if the determine the best final altitude before
highest altitude is a no-brainer. Another winds decrease with altitude by more than filing your flight plan. Then verify the
results as you climb. A really good aid for
this, and much more, is the new Flight Path
Tool found on the government ADDS site.
Go to http://weather.aero/jade/fpt.jnlp.
The weather, winds, and icing layovers
found on the site are fantastic, and easy
to print and take with you. Using this tool I
composed the following chart for today’s
winds aloft over Cincinnati.
Altitude Winds
270 80
240 75
210 65
180 55
150 45
120 40
90 30
60 25
30 20
Looking at the above chart you can

conclude 15000 feet would be optimal.
The winds above 15000 increase at a
rate greater than 3 knots per 1,000 feet of
climb. You would gain little in time or fuel
by climbing higher and going slower over
the ground. This is a can-do alternative for
the heavy-footed turbine driver.

Views from a JetProp
So You Want to Buy a JetProp?
Travis Holland
Travis Holland provides ferry and training services for PA46 aircraft in the USA, Canada and Europe.
You can visit his web site at www.holland.aero.
specifically for static wicks

broken or missing and weeping
rivets on the wing, aft fuselage
and tail section. A full exterior
lighting check is also in order.
Next comes a careful review
of the gear hydraulic hoses
and actuators for evidence of
external fluid, indicating past or
present hydraulic leaks. Look for
evidence of fuel leaks from the
collector tanks in the gear wells.
The rubber collar that holds
the brake lines in place should
not be dragging on the brake
discs, and the discs themselves
should be smooth, not ex-
cessively scored or grooved.
Look at the main tires for signs
of uneven wear, which may
require adjustment of the toe-in
(wheel alignment with fuselage).
Sideways play in the main gear
“Ready to inspect”
One of the most important and most- the plane started; the subsequent
frequently overlooked steps in qualifying a column will cover the in-air test flight.
new aircraft is the pre-buy test flight. Ideally
done on the way to the pre-buy inspection, Before proceeding further, let me note that
this flight will evaluate aircraft performance I will not detail all items to be observed
and air handling, as well as avionics and on a pilot’s pre-flight. I focus here only on
ice protection. The squawk list generated items with frequently observed defects
from this flight will likely uncover a range found on aircraft for sale. Pilots must refer
of issues that are largely outside the scope to the POH, which is the only official pilot’s
of your normal aircraft pre-buy inspection. reference regarding visual inspections
prior to flight.
Since most folks skip this step
altogether, I often end up in the position Check It Out Outside
of generating the squawk list during Let us start with the outside of the aircraft.
initial training, leaving the buyer to The plane will be well covered by the
cure the defects at their substantial pre-buy mechanic, but a few hot items “Alternate static and left
expense. This article will address getting seem to come up repeatedly. I look sidewall duct fairing”

scissor linkages should also be checked. The short-cut for the installer is to power Have a Seat
on a KX165 or similar unit, but this takes For all six seats, check that your arm rests,
Before entering the aircraft check to see away your opportunity to copy clearance seat recline buttons, and headrests are
that the flaps are fully retracted in the and program your active flight plan before secure and operating normally. Do not
flaps up position. The trailing edge of the engine start. The JetProp does not kill forget to check out the aft seats’ spring-
flaps should smoothly transition to the the ground clearance power during loaded auto-latch mechanism. Note if the
trailing edge of the fairing at the wing root. the start, and the G530 has an internal pilot seat cushions are broken down and
switching power supply that supports uncomfortable. If so, the seat may require
Check It Out Inside 10-30v inputs. Thus you will have no re-stuffing with new foam. On the two
When opening the main clamshell door, problem leaving ground clearance on seats up front, check the operation of the
check the bottom hinge for wear or evi- during engine start. That is beneficial up/down seat release knob, the lumbar
dence of damage from extended opera- because if you turn off ground clearance support inflation bulb, and the presence of
tions with a broken door cable. On the only after the radio master comes on, the fairings on both side walls underneath
inside, check that all four green indicators the active flight plan programming is the cockpit. While you are down there,
are visible and that the locking mech- preserved. If you do bring the current verify that the pilot side alternate static
anism in the top clamshell handle engages too low for the G530, the unit will simply switch is in the primary (down) position.
when the top clamshell is latched shut. reboot without any harm to the box. .
Battery Check
In the aft avionics bay, look for adequate If G530/430 equipped, check the NAV When you are settled in and ready for engine
hydraulic fluid in the reservoir, and chapter of the GPS for the number of start, check both batteries for voltage
verify all documents are available (air- pages present. Four pages indicate that no and capacitance separately. Inquire
worthiness, registration, and POH optional interfaces are active for features about the last start date; if less than
with empty weight and balance.). like terrain, traffic, weather, and sferics. one week earlier, the batteries should
Verify that all the hazard-awareness show above 24v individually, for at least
options installed on the aircraft are fed to three minutes, with the battery master
the GPS. Stock Piper aircraft with these on. If more than one week has passed
features fed to the MFD will ship from the since the last start, ask if a battery
factory without these optional interfaces charger was used. If so, get specific to
configured on the GPS. That will rob determine if the owner used the Battery
you of helpful situational awareness Minder or just the stock ‘paperweight’
options during flight operations. charger (which was supplied with a new
Check the GPS for WAAS upgrade, JetProp before serial number 220 or so).
latest software revision, and database
currency. Deeply out of date GPS Low voltage or any significant voltage
databases tell me that the seller has not drop (.7 v or more) in the first few minutes
flown for a while or is remiss in pilot and after the battery master is turned on
aircraft maintenance obligations. Review warrants a pilot capacitance check.
the VOR log for VOR check entries (non- Testing one battery at a time, engage the
“Door hinge” WAAS U.S. registered aircraft only) and starter (only) for 1-2 seconds and observe
GPS database update entries. Each GPS the low voltage reading. Anything below
database update is considered “aircraft 10v, or below 15v during the actual
Specific to any Garmin 430/530 units, maintenance” and must be logged in start on both batteries, indicates a poor
look in the POH supplements for the the VOR log or aircraft technical records. capacitance. If that is the case, the
IFR GPS and ensure that a reference to batteries will likely need to be replaced.
AC 20-138 is in the POH supplement for
each unit installed. Without this in the Shadin Check
POH supplement you have may not have Take a look at the Shadin air
a valid IFR GPS installation. While other data computer. Hopefully
ways to document a valid installation you already reviewed
can be used, this is the most common. the aircraft’s Shadin data
for information on the
Avionics Check plane’s normal operating
Check to see that the ground clearance profile. The Shadin records
switch powers up both the GPS and engine telemetry full time
the audio panel. Ground clearance and is a great place to get a
configurations with the stock PA-46 wiring sense of the aircraft’s usage.
diagram will not power the G530. But Look for any gaps in the data.
knowledgeable PA-46 avionics installers
will always include an additional relay to
power the NAV1 avionics circuit from the
ground clearance to power up the GPS.
“Seats” cont. page 32 ►

Views from a JetProp
(continued)
“Don’t buy this one”
Look at the total time, starts and cycles making this recommendation; just good
on the engine. Verify the records match past experiences with them. Of course
“Tire and brake line clamp” ask around and you might find others
the advertised specs. This is a good time
to ask the seller casually about service better suited to your needs). JetProps
bulletin compliance and vacuum pump, are handled by John Mariani, arguably
On the Shadin box itself, verify that engine
alternator and start/gen time-in-service. the most qualified instructor pilot and
exceedances recorded have not exceeded
The start gen should be serviced at 500 PA-46 systems expert in our entire
actual published engine limitations. For
hour intervals, and the other items at community. The investment into a good
any exceedances beyond actual engine
intervals of 400 hours. Also inquire whether expert pre-buy test flight will pay for itself
limits of torque and temperature, check
the gear down-spring was replaced at many times over the first few months of
that the listed exceedance durations do
the last annual. Items not in compliance operating your new JetProp.
not mandate additional inspections that
are not already reflected in the aircraft logs. indicate that the aircraft is being
maintained at a lower standard than your
Look at the airframe exceedances. aircraft deserves. You should expect a
Beyond the aircraft certification tests at more expensive squawk list out of pre-buy.
Rocket, you should find no more than
a few over-speed exceedances. The
over-speed horn activates at 173 or 181 Annunciator
KIAS; the exceedance records at 186 Check your annunciator and gear lights
knots. Multiple over-speed exceedances for any dim spots. Each indicator has two
of more than 3-5 seconds duration light bulbs, which ensures indication if one
are evidence that a past operator has bulb is out. Continued operation with one
been flying with the over-speed warning bulb burnt out discards the redundancy
horn breaker pulled. Over-speeds by provided by this feature.
themselves are not harmful to the aircraft
in smooth air, but a general disrespect Next you are ready to start the engine and
for aircraft operating limitations should go flying, which will be covered in the next
be taken into consideration. Oil-canned issue.
wing skin, weeping wing rivets laterally
along the aft spar and longitudinally If you are in the market for a JetProp,
fore of the flaps are confirmation that I recommend using the aircraft pre-
the aircraft has been flown harder than purchase service offered by Bynum &
you might desire for your next airplane. Associates. (I have no financial benefit in

MMOPA Survey
John T. Kihm, Richard Geist, Larry Johnson, and Anna G. Kihm
Introduction reasonable by most, with a rating of 3.8. Members are also satisfied with the MMOPA Safety
MMOPA membership represents a diverse Foundation, at least with the idea of the foundation. Many more members still need to actually
group of piston and turbine pilots, non-pilots attend Safety Seminars if we are to have the desired impact. The magazine is highly rated,
and businesses. What unifies the disparate but fewer members take advantage of the website. That complicates efforts to communicate
interests of our many members is a quest effectively with all members on a timely basis. Special MMOPA services such as the Helpline
to enhance safety. While we all agree on and Ombudsman programs are little used, even though such services represent some of the
the goal, the method of achieving improved organization’s greatest member benefits.
safety can sometimes lead to spirited debate.
How to balance the needs of all members The average member age is 58 (standard deviation ± 10 years). Non-owners tended to be
as we pursue our agenda is sometimes a younger. Pilots averaged 2,944 hours total time. Higher total time from non-owners resulted
delicate and complicated task, one which from a few instructors and airline pilots with up to 24,000 hours. Time in type in the PA-46
the Board of Directors continuously faces. averaged 930 hours. Of all owners, 60% fly pistons and 40% fly turbines.
As a means of evaluating how the group’s Table 1: Demographics

varied interests are being addressed, the
MMOPA Board charged the authors with Aircraft Number Percent Age (Std. Dvn.) PA-46 Hours Total Hours
the task of querying members to solicit None 31 12 52 (12) 780 4134
meaningful feedback about the following Matrix 1 0 50 N/A N/A
critical questions: Malibu 76 28 58 (10) 1158 3269
Mirage 70 26 56 (11) 673 2265
JetProp 48 18 59 (9) 1083 2851
1) Are we on course?
Meridian 42 16 57 (10) 820 2746
2) How can we improve our organization? Total 272 100 58 (10) 930 2944
3) How do we navigate the future?
(Table 1)
Answers to the questionnaire will also be Learned professionals comprise our membership (see Table 2), although retired pilots
used to establish demographic benchmarks represent the second-most frequent category.
to use in pilot safety studies, to establish
a baseline for longitudinal studies of the
organization over time, and to determine
and evaluate member preferences to guide
future efforts. While this is a robust study, the
results do reflect certain inherent limitations,
which are discussed as they arise. The
survey results are meant to stimulate
discussion, not to provide the final word on
any issue before the group.
While numerous numerical scores are

presented here, the data are more qualitative
than quantitative and are best viewed for
trends.
Methods
Questionnaires were sent in a single mailing
to 920 MMOPA members along with self-
addressed, stamped return envelopes. The
survey assessed demographics, then used
a 1-5 rating Likert-type scale to “quantitate”
the expressed opinions. We tabulated the
responses and applied standard statistical
analysis to the collected data. Further,
the study solicited comments so that
respondents could express opinions outside
the confines of the specific questions in the
survey.
Results
We received 272 responses during the
four months following the single mailing
(see Table 1). In general, respondents are
pleased with the organization, and believe
that MMOPA meets the goal of enhancing
safety. The cost of membership is considered
(Table 2 )

On a scale of 1-5, respondents expressed 3. Likewise, members are very satisfied (4.2).
views on a variety of critical questions (see with the convention (4.2), but are not 8. Have low use of Ombudsman Program
Table 3): frequently attending (2.9). (1.3), and satisfaction is modest (3.3).
4. Are moderately satisfied with the Board 9. On average. believe pricing is fair
1. Believe MMOPA and the Malibu/Mirage of Directors (mean 3.8, mode 4). (4.0), and perceive Safety Foundation
Safety & Training Foundation meet the 5. Read the MMOPA Magazine very activities as a good value (4.3).
goal of enhancing safety (4.1), and are thoroughly (4.5) and are highly satisfied 10. Are less concerned about convention
satisfied with MMOPA in general (4.2). (4.2). location and whether at a resort (3.7
2. Are very satisfied (4.3) with the Safety 6. In contrast, use the website less (3.4), and 3.1, respectively).
Foundation, but are not attending but are satisfied (4.0). 11. Perceive Board composition importance
frequently (2.6). 7. Have low Helpline use (3.0) but as moderate (3.6).
members are glad to have the Helpline
Table 3: Opinion Topics

Topic Average Score (1-5)
1. Does the MMOPA and MMOPA Safety Foundation meet

its primary goal of enhancing your safety? 4.1
2. Satisfaction with MMOPA in general 4.2
3. Attends Safety Foundation seminars 2.6
Satisfied with Safety Foundation 4.3
4. MMOPA Convention attendance 2.9
MMOPA Convention satisfaction 4.2
5. MMOPA Board satisfaction 3.8
6. MMOPA Magazine reading 4.5
MMOPA Magazine satisfaction 4.2
7. Web site use 3.4
Web site satisfaction 4.0
8. Helpline use 3.0
Helpline satisfaction 4.2
9. Ombudsman use 1.3
Ombudsman satisfaction 3.3
10. Pricing of dues 4.0
Pricing of convention 4.0
Pricing of Safety Foundation Seminar 4.3
11. Convention location importance 3.7
Convention at a resort importance 3.1
12. MMOPA Board of Directors composition importance 3.6
(Table 3 )
Positive comments outnumbered the negative about 2 to 1 (see Table 4).
Table 4: Comments
Type of Comment Positive Negative Total

General Comments 69 39 108
Magazine Comments 19 6 25
Total 88 45 133
(Table 4 )
cont. page 38 ►

The data appear valid and representative of the overall membership overall. We compared respondent aircraft type with known membership
data and found close agreement (see Table 5).
Table 5: Comparing Known Membership Aircraft with Survey
Aircraft Actual Percentage Ownership Survey Percentage Ownership

Matrix 0% 0%
Malibu 22% 28%
Mirage 28% 26%
Meridian 20% 16%
JetProp 16% 18%
Other (Non-Owner) 13% 12%
(Table 5 )
Data reliability (consistency) is borne out by must be reached between

the close age clustering and distribution of response rate and survey
owners (see Table 1). length. Respondents were
able to provide additional
comments, though, and we
Discussion have taken that input into
We now know that the prototypical MMOPA account.
member is a 58 year-old professional with
an average of 2,944 hours total time and Conclusion
930 hours in type. Those characteristics are The response to the survey
impressive. So why do accidents happen? questionnaire provided
Maybe having a more detailed understanding a cornucopia of valuable
of member profiles will eventually help information about who
answer that question. we are and how we feel
about our organization.
One surprise from the data is that 12% of Respondent opinions show
our members do not own a PA46. Perhaps general but not universal
less surprising is that many are retired. approval for MMOPA. The
One conclusion is certain: our members data also revealed specific
have disparate backgrounds and interests. organizational strengths and
Consequently, we will never please everyone weaknesses, which will help
at all times. However, our common concerns in our efforts to improve the
about the PA-46 airframe and pilot safety organization.
should help keep the membership united.
The primary goal of MMOPA
Future research will enhance the quality of and the MMOPA Safety
our organization and improve safety. For Foundation is to enhance
example, with baseline demographics, we pilot safety. This study
can now compare in more depth accident- suggests the organization
pilot characteristics and Safety Foundation is on track to meet member
Seminar attendee characteristics with the needs in this area. While
average member to identify similarities and members appear generally
differences. That analysis will help us build/ satisfied, areas in need of
recommend a safer pilot profile, which will improvement have been
help guide future safety programs. Marketing referred to the Board for
within our organization and by vendors will discussion, and for action
improve by targeting the right audience where appropriate.
with the right medium. Survey data (and
additional data available for analysis) might The MMOPA Board thanks
also foster an even better dialogue between those who participated for
MMOPA and its vendors. responding to this important
research effort.
While the MMOPA questionnaire yielded
robust results, one significant limitation is that
survey subjects were not randomly sampled.
Thus the survey is subject to respondent
bias in that members motivated to response
could differ in important respects from non-
responders. We also must consider the
fact that not all areas of individual member
concern were covered by the survey. As
with any canvassing effort, a compromise

Meridian
Not Just a Mirage with a Turbine
Justin Lazzeri
Justin Lazzeri is the Director of Marketing for Skytech, Inc., which has facilities in the Baltimore,
MD and Charlotte, NC metropolitan areas. A graduate of Embry-Riddle Aeronautical University,
Justin is a Commercial Pilot and Certified Flight Instructor who has the benefit of significant
exposure to the Piper, Pilatus, and Cessna Caravan product lines. Justin can be reached via
email at [email protected].
At trade shows across the country, we that a Mirage pilot would encounter when heat) detection system is provided in the
often hear from uninitiated passengers or comparing his piston to the new Meridian. Meridian to visually warn the pilot in the
passers-by on the ramp that “a Meridian In this, part one of a two part series, the event of an engine compartment fire.
is pretty much a Mirage with a turbine focus will center on the powerplant and
engine.” As any owner and operator of a fuel systems. Once inside the cockpit, the operator
Meridian will testify, this statement could of a Meridian will enjoy the benefits of a
not be further from the truth. Powerplant simple one-button starting system. The
Obviously the most noticeable difference fuel condition lever is advanced during
The Mirage is extremely capable, and from the Mirage to a Meridian is the the start sequence and remains in the
has proven to be an efficient, comfortable turbine engine. Specifically, the Meridian same position until engine shut-down.
high-end owner-flown or corporate is equipped with a Pratt & Whitney PT- The engine is primarily controlled with
transport. In no way should the inference 6A-42A capable of 1029 Thermodynamic a single lever that combines propeller
that design differences and improvements Shaft Horsepower (SHP), but de-rated RPM and power control to reduce pilot
in the Meridian indicate an inherent to 500 continuous shaft horsepower. workload. The propeller governor is
problem with the Mirage. Rather the The byproducts of flat rating to 500 SHP calibrated to 2000 RPM, eliminating the
attributes that make the Meridian unique are three-fold: engine stress is reduced, need for continuous pilot adjustments.
highlight the thought and engineering that reliability is increased and the Meridian is Activation of BETA and reverse modes
went into making the Meridian a truly new able to maintain maximum rated power to can be accomplished through this power
machine. Similar to other new production the certificated ceiling of 30,000 feet. lever.
turboprops, the Meridian is certified to
standards that promote added safety, and The PT-6A-42A has an external engine The Meridian was designed with dual
consequently offer enhanced benefits. oil sight gauge. This sight gauge is a symmetric engine air inlets. The benefits
The following is an overview of some simple method of checking oil levels, of this design are twofold. From an
obvious, and some more subtle, changes which is much easier and cleaner for the engineering standpoint, the “heat-free”
pilot compared to using a dipstick. Not anti-ice design allows peak performance
removing a dipstick further enhances with minimum maintenance. Effectively,
safety by eliminating the possibility the NACA design of the inlets eliminates
improperly seating the stick when done. the need for an inertial separator and
thus the associated power loss and
The engine compartment of a Meridian, mechanical structure that accompanies
per FAA turbine engine certification one. Consequently, a pilot of a Meridian
requirements, is lined with a fire protection
blanket. This blanket is designed to
keep flame and heat away from the
passenger compartment in the event of
an engine fire. Specifically, the firewall
must obviously contain the fire within the
intended zone or area, but must also not:
a) exhibit evidence of a burn through hole,
failure at any attachment or fire seal point
around its periphery, b) cause backside
ignition, or c) continue to burn after the
test flame is removed. The firewall must
resist 2000 degree flame penetration for
at least 15 minutes. In addition to these
requirements, for added safety a fire (or

will enjoy simplicity of operation and OFF and AUTOMATIC. The AUTO setting
reduced workload, effectively making effectively makes the fuel system self-
the set-up as “pilot-proof” as possible balancing, thus eliminating pilot workload
while maintaining maximum performance and the possibility of error. In the event of
through all flight regimes. Unlike in a an emergency, the Meridian is equipped
Mirage, entering icing conditions requires with a manual fuel shut-off valve at the
no engine intake adjustments. firewall, which is pilot controlled by a
linkage on the power console.
Fuel System
The Meridian’s fuel system has been Many other design and system
engineered with both ease of operation improvements and benefits exist with the
and maximum occupant safety in mind. Meridian. In the next issue we will explore
The 170 gallon system is comprised of those that pertain to the electrical system
and returns unused fuel from the fuel
two wing tanks with fuel level monitored and airframe.
control unit to the outboard left and right
using a capacitance gauging method.
fuel tanks. This returning of warmed fuel
The fuel caps are jet style with anti-icing
to the fuel tanks slows the cooling process
fuel vents. Fuel is drawn from both
of the fuel, which allows the aircraft to
wings simultaneously, with float valves
operate at temperatures as cold as -54
and switches to prevent air ingestion. Per
degrees Celsius (-65 degrees Fahrenheit)
the Meridian Information Manual, “A fuel
for a longer period of time.”
temperature indicator displays the fuel
temperature sensed by a fuel temperature
Versus a Mirage owner, ease of operation
probe located in the right inboard fuel
is enhanced for Meridian crewmembers
tank. During operations where the fuel
because pilots need not concern
temperature indicator is below -23 degrees
themselves with switching tanks and
Celsius (-10 degrees Fahrenheit), the fuel
uneven fuel balances. Three operation
return solenoid valve downstream of the
settings are available to the pilot: MANUAL,
high-pressure gear-driven pump opens

Malibu Maintenance
Stall Heat
Kevin Mead
Kevin is an IA who has specialized in Malibu/Mirage maintenance for most of his 20 plus
years in general aviation. He is a licensed private pilot with a multi-engine rating.
In 1998, Kevin formed his own business, Mead Aircraft Services, which he runs from a small
farm in Inman, Kansas. He will continue to provide support to the Malibu/Mirage fleet in the
U.S. and abroad.
Judging from the number of calls I receive Ground Test

about stall heat on the PA46, the system is I have received many calls through the The 310P Malibu is not affected by
widely misunderstood by mechanics and years from mechanics trying to test stall Piper AD 2008-26-11 and Piper SB 1192
owners alike. The number of confused heat on the ground. Many, operating publications in any way. The possible stall
callers has dramatically increased since under the assumption that high heat vane icing condition this AD is meant to
the issuance of Piper AD 2008-26-11. should be available just by hitting the address cannot occur in the Malibu.
All the confusion is hardly a surprise switch, become concerned when the vane
given the lack of available and accurate barely gets warm. When ground testing Meridian, Mirage and Matrix
systems information. Neither the PA46- the system, the vane may not always feel Now let us look at how the stall heat works
310P/350P maintenance manual nor the warm to the touch on the low setting (gear in the PA46-350P (Mirage), PA46-500TP
Piper training manuals detail how the in weight-on-wheels position). To test for (Meridian) and PA46R-350T (Matrix). The
stall heat is supposed to work. In fact, high heat, with the cabin stall heat switch explanation I am about to give describes
many 350P flight manuals actually give on, have one person actuate the squat how the system works as originally
incorrect information on the system, switch while the other monitors the stall designed, ignoring for now the alterations
describing instead 310P operations. vane. The vane should get hot almost made by installation of the Piper SB 1192
Only the Meridian maintenance manual immediately. stall heat kit.
correctly explains how that aircraft’s stall
heat system functions. So in this article The Meridian, Mirage and Matrix stall heat
I will attempt to shed some light on the systems all work the same way. The stall
operation of stall heat, and then explain warning transducer is mounted on the
the new AD. wing, and has both a heated base and tab
or vane. Like with the Malibu lift detector
Malibu the system can operate on low or high
The PA46-310P Malibu comes equipped settings. There is one important difference
with a lift detector in the leading edge between the Malibu and the other stall
of the left wing. The stall vane heat can heat systems. In the Mirage, Meridian and
be activated by means of a simple on/ Matrix the high stall heat is activated by
off switch on the panel. The system is the gear up switch in the left main wheel
designed to heat the vane at a “low” well when the gear is up and locked, rather
setting (approximately 30% of the “high” than by the squat switch as in the Malibu.
setting) when the aircraft landing gear is When the landing gear is down, a relay
in the “weight on wheels” position. The Common Failures reduces current flow to the vane heating
plane “becomes aware” that the gear is in Occasionally, the lift detector simply element and stops current to the mounting
the “weight on wheels” position when the fails. These can be sent to SafeFlight base, keeping the transducer from
squat switch is actuated by compression Instruments for repair. Sometimes, overheating. The high stall heat cannot be
of the main gear strut and movement of exchanges are available. activated until the left main landing gear is
the gear scissors. Any time the landing up and locked. This means that the stall
gear is raised or when the gear is down Other times, the detector appears to be heat can only be on low when the gear is
but bears no weight, the squat switch malfunctioning, but a defective squat down, potentially allowing the vane to ice
informs the plane to turn the stall heat to switch or relay is the real culprit. When up even while the plane is still flying. This
the “high” position. For this reason, we these components fail, they usually fail does not happen in the Malibu, because
must ensure the stall heat is switched off on flight mode, “tricking” the plane into the stall heat remains on high until weight
before putting the plane on jacks during behaving as if in the air when really on is on the wheels. For this reason, make
maintenance. If the switch is left on in this the ground. This means the stall heat sure the stall heat is not activated during
situation, the lift detector can become hot will be on high setting whenever the stall ground gear retractions. The mounting
enough to ruin your deice boot and even heat switch is on, whether weight is on base, when heating, can get hot enough
emit flames. the wheels or not. For the consequences, to damage the surrounding deice boot or
see my above paragraph regarding boot the lift transducer.
damage and flames.

Ground Test (Malibu) but only to the Mirage, Meridian
As with the Malibu, the stall vane may not and Matrix. The AD requires compliance by installation
feel very warm to the touch when on low. of the kit within 100 flight hours beginning
To test for high heat, with the cabin stall The subsequent AD Note was issued to January 26, 2009. As is so often the case,
heat switch on, have one person actuate address the potential icing of the stall kit availability following issuance of the AD
the LH main gear up switch while the other vane that might occur when a plane in has been poor. In fact, we were notified in
feels for heat on the stall vane. The vane flight with the landing gear down would mid-January that kits would be available
should get hot almost immediately. not have access to high heat. Installation only for planes under warranty or if an AOG
of the SB 1192 kit eliminates the problem condition exists. In my shop, we still have
Common Failures by essentially transforming the Mirage, some kits left and others may also, but
In the Mirage, the stall heat rarely fails Meridian, Matrix system back into a Malibu you might not want to put off compliance.
but the transducer itself is trouble- system. After installation of the kit, the Ordering the kit AOG adds $100.00 to the
prone. When we send the transducer high stall heat is activated by actuation of price. Availability is expected to improve
to SafeFlight for repair we often get a the squat switch, allowing for full stall heat in March.
report back that the transducer has been even with the gear extended in flight.
damaged by overheating even when the
operator reports never having used the
stall heat. This phenomenon has never
been explained to my satisfaction, and
has been a source of frustration for owners
for years. Also frustrating is that SafeFlight
Instruments, who builds the units and
performs the only legal repairs, has told
me that the system is not meant to be used
as an ice preventative and should not be
turned on if the temperature is above 32
F. They recommend that the system only
be turned on if the temperature is at 32
degrees or below to prevent overheating.
In the Meridian, the stall transducer

certainly can and does fail, but a more
common cause for stall heat failure is
a bad stall heat module. Piper tried to
address this problem by issuing SB 1166
“Electronic Control Module Failure” which
calls for replacement of the stall heat
module. In my opinion, this has eased the
situation quite a bit.
Piper AD 2008-26-11 and Piper SB 1192

Compliance
Piper SB 1192 “Stall Warning Heat Control
Modification” was issued on September
15, 2008, and requires installation of the
stall warning heat control modification kit.
Please note again that this bulletin and the
subsequent AD do not apply to the 310P

Issues and Answers
ELT Update
Mary Bryant
Mary has been a pilot for over twenty-five years and has instructed in the Malibu since 1988 when she
worked for the Piper Training Center. Subsequently, she was Eastern Region Sales Director and Malibu
Mirage demonstration pilot for Piper Aircraft. Mary was also co-founder and owner of Attitudes Interna-
tional, Ins., The New Piper Aircraft’s exclusively approved training school for Malibus, from 1991 - 1998.
Mary urrently provides Malibu-Mirage and Jet Prop training through Eclipse International, Inc. in St.
Petersburg, Florida. Mary holds ATP, CFII, and MEI certificates, and is type rated in the Cessna Citation.
She also has a BA from Northwestern University and an MBA from the University of Illinois.
Mary may be reached at 727.822.1611.
By now, most MMOPA members are c. Caribbean 11. 406 MHz ELT registration generally
aware that ELT changes are coming soon. d. South American countries includes
However, confusion about those changes e. European countries
appears to be growing. Let’s try to set the f. Asia a. ELT data
record straight. More than one answer g. Africa b. Aircraft owner
may be correct. h. Australia c. Aircraft registration
i. All ICAO countries d. Emergency contacts
1. ELT requirements are changing in 2009 e. Best time to call
for flights within the United States. 7. The ELT must be installed in the aircraft
to meet FAA requirements. 12. Having installed an approved 406
a. True MHz ELT I can now dispose of my
b. False a. True 121.5/243.0 MHz ELT to conserve
b. False aircraft useful load.
2. Which aspects of the ELT environment
listed below are changing? 8. When must an ELT battery be replaced a. True
or recharged? b. False
a. FAA acceptable equipment c. Maybe
b. ELT will no longer be monitored a. When the aircraft annual is
c. Satellite monitoring of 121.5 will be completed. 13. Any ELT meeting the performance
discontinued b. Every 100 hour inspection specifications of TSO-C126 fulfills
d. None of the above c. When used for more than 1 hour the requirements for an approved
d. When used for some unknown installation in the aircraft.
3. Old ELT become obsolete and total period
useless for aviation purposes in 2009. of time a. True
e. When useful life/charge has expired b. False
a. True f. When 50% of useful life/charge has
b. False expired Answers
g. All of the above
4. What equipment is required for satellite 1. a. False. Technically, requirements
monitoring of aircraft in the US and in 9. Which kinds of batteries meet FAA TSO are not changing. The FARs have
those countries requiring the change? requirements for the 406 MHz ELT? not been revised and you are NOT
required to make changes to your
a. a 406 MHz ELT a. Lithium aircraft to legally fly in the US.
b. a 5606 ML ELT b. Lithium sulfur dioxide However, the environment in which we
c. any ELT with a lithium battery c. Recumbent gas are operating is changing as detailed
d. any ELT with satellite capabilities d. Titanium in following questions. The bottom line
e. Any which will power the device is that an approved ELT is required for
5. ELT requirements are changing for properly compliance with FARs, and we will see
international flights. what that means with the remainder of
10. 406 MHz ELT must be registered the answers.
a. True
b. False a. With NOAA 2. c. Satellite monitoring of 121.5 will
c. True, but only for selected areas b. With the FAA cease in February, 2009.
c. With the NTSB
6. Which of the following areas require d. With the device manufacturer 3. b. False. Although satellites will no
the new ELT? e. With the all of the above longer monitor 121.5, ELT signals
f. Registration is not required from older equipment may still be
a. Canada picked up by over-flying aircraft or ATC
b. Mexico facilities in the area. This monitoring

will, of course, provide substantially 8. c., d., and f. Since the FARs did not 121.5/243.0 MHz or an integrated
less coverage than previously. change this requirement did not 121.5/243.0/406 MHz ELT of which
change. the 121.5 or 121.5/243.0 MHz portion
4. a. a 406 MHz ELT meets the requirements of TSO-C91a
9. b. Lithium sulfur dioxide, per TSO-C126 is acceptable.
5. c. True but only for selected areas which defines specifications for an
acceptable 406 MHz ELT. 13. b. False. The device must be properly
6. c. and i. A 406 MHz ELT is an ICAO certified. As of this writing, only the
requirement so any ICAO country will 10. a. the National Oceanic and Artex SLB406 is known to have been
eventually require one if they do not Atmospheric Administration certified (www.artex.net). However,
already. Country requirements are other personal locator beacons (PLBs)
changing rapidly so either install a 406 11. a-d. It is imperative that the registration such as those made by McMurdo are
ELT or really do your homework if you information be complete and current still useful and potentially effective
are planning to fly internationally. A so that your family or associates when flying, hiking, or boating, but
406 ELT is required for international can be reached in the event of an they are not currently FAA-approved
operations to the Caribbean; however, emergency. Make sure the ELT for installation in an aircraft. The
pilots may elect to use a handheld, registration is updated when aircraft certified Artex SLB406 has integrated
portable ELT device. Mexico and are bought and sold. The address to 406MHZ/121.5/243.0 capability so
Canada have not officially announced register is NOAA/NESDIS, SARSAT that an old 243.0 MHz ELT can be
final plans as of this writing but it Operations Division, Code E/SP3, removed if the Artex is installed. Make
appears that they will both require Federal Building 4, Washington, DC sure both the installation and removal
installed 406 ELT units for operations 20233. “Best time to call” …come on, are properly documented in the
within their airspace, including this is an emergency. aircraft’s paperwork. Over time, it is
overflight. likely that a number of alternatives will
12. c. Maybe. 121.5/243.0 MHz capability be available. Both ACK and KANNAD
7. a. True must still be maintained in your appear to have units which may be
aircraft. Installation of a stand-alone acceptable soon.
406 MHz ELT to augment an existing

Extreme Limits: Pulling
Gs Over El Alamein
John Mariani
John Mariani, a former Engineering Specialist on military airplanes at Northrop Grumman,

was associated with Piper Aircraft Corporation for nearly 15 years (1976-1991). He was
an engineer on the original PA 46 design team since project inception in 1979 to FAA type
certification in 1983. He was also a test pilot and, finally, ground and flight instructor in the
Customer Training Center. He has a degree in Aeronautical Engineering from New York
University and a Master of Science degree in Mechanical Engineering from Florida Institute
of Technology. He holds Airline Transport Pilot, Seaplane and Flight Instructor licenses for
single, multi-engine and instrument with over 11,000 hours of flight time (over 6000 hours
in the PA 46). John has ferried and instructed in PA46s nearly all over the world. In addition,
since February 2004, he has been teaching the MMS&TF Safety Seminars. In his spare time,
John enjoys flying his CAP-10, a 2-seat aerobatic tail dragger. He is available for initial and
recurrent training (under Mariani Aviation Services, LLC) in the PA 46-310P Malibu, PA 46-350P
Mirage, Matrix, Meridian and JetProp.
El Alamein is a small village on the day to Luxor (HELX), Egypt, a leg of 732 We finally broke out on top at FL270
northern coast of Egypt, approximately NM over the Mediterranean Sea and the in beautiful VFR. At no time during the
150 miles west of Cairo. In October to Sahara desert. departure, climb or remainder of the flight
November 1942, the city was the site of
a pivotal and bloody battle between the
Axis Forces commanded by Field Marshal
Erwin Rommel, the Desert Fox, and the
Allies commanded by Lieutenant-General
Bernard Montgomery. The good guys
gained the upper hand forcing the Axis
into a retreat that eventually led to Hitler’s
complete loss in North Africa. Winston
Churchill said of this victory: “Before El
Alamein we had no victory and after we
had no defeats.” This encounter was a
true turning point of the war.
As of last December, El Alamein will also

be the place of my second birthday. Let
me explain.
In December 2008, Eduardo Loigorri, his

friend Tom, my wife Louisa, and I flew
Eduardo’s JetProp (N829AG) from Vero
Beach, Florida, to Bangkok, Thailand.
The trip across the North Atlantic, Figure 1
Europe, North Africa, the Middle East,
and India was spectacular. Even though
we had our share of bad weather, the Our day had not been particularly easy. did we pick up any airframe ice. I was
airplane performed flawlessly. The most The weather for our arrival at Iraklion was paying particularly close attention.
memorable of our several instrument not good, offering up strong cross-winds
approaches to minimums was one in a and heavy rain. We shot the VOR/DME Looking Good
snow storm into the Goose Bay airport. approach for runway 27 (with DME arc) Reaching the coast of Africa and the dry
But these arrivals, or the many comical down to minimums. After landing, I got Sahara desert, all was rosy. We were less
adventures in India and elsewhere, are thoroughly soaked refueling the airplane than two hours away from landing in Luxor.
not the subject of this story. in the relentless downpour, driven almost After the usual arrival formalities, we were
horizontal in the howling winds. In all we looking forward to a sumptuous dinner
Long Night’s Day were on the ground for about 90 minutes and a good night’s rest. Dusk in the clear
Instead, the tale focuses on the events at Iraklion to complete paperwork, refuel, desert air provided a commanding view
of Monday, December 22, 2008. Our eat some lunch, and wait for a small break of the sunset. Eduardo was left seat and I
planned itinerary for that day was from in the weather that eventually came. We was on the right. Louisa was settled in on
Grottaglie (LIBG), Italy, to Iraklion (LGIR), picked up our clearance to Luxor departing the right center seat, and Tom was in the
Crete, a 490 NM leg. After refueling at Iraklion still in heavy rain, using our radar left rear.
Iraklion, our plan was to fly that same to good effect to avoid the worst.

The airplane was humming along like revealed that we had pulled a maximum Regrouping
a champ, with the minor annoyance of positive load factor of 3.8 g’s, and a Eduardo told me that prior to the event
a slight porpoising motion when the maximum negative of 1.6 g’s. These are the airplane had started the usual slight
KFC-225 autopilot was engaged in significant loads just about at the limit load pitch oscillations. Upon disconnecting
Altitude Hold. This motion showed up capability of the airframe. This proved the autopilot to dampen the movement,
for the first time on the climb-out from to me yet one more time the value of a he encountered a bit of resistance in the
Crete. Eduardo had been dealing with the g-meter in the airplane. The whole event control wheel. The plane pitched out
problem by momentarily disengaging and lasted 7-9 seconds. of control as soon as he applied some
then re-engaging the autopilot. We were pressure on the yoke to overcome that
already flying in Alternate Static. This Shaken, Not Stirred resistance. Indeed, during the rest of the
off/on would address the issue for a few A survey of the cabin confirmed that flight to Luxor, I could still feel a slight
minutes, and then the porpoising would everyone was OK (“shaken, but not resistance in the yoke, but I was flying the
reappear. That was about all we could do stirred”). Louisa had broken her airplane by light pressures without forcing
for the moment. sunglasses and suffered a few bruised anything. During the descent into Luxor,
ribs, while Tom had shattered the screen as soon as the outside temperature rose
As the sun lay down, we were flying over on his laptop. Eduardo and I were above freezing, that slight resistance in the
the Qattara Depression, a witch’s cauldron uninjured, notwithstanding our impact yoke disappeared. We never encountered
spreading across 7,000 square miles, 400 with the ceiling. I found rather amusing, airframe icing.
feet below sea level. Here is where the incongruously, that my boots had landed
bloodiest part of the El Alamein battle on my lap, perfectly lined up side-by- Most significantly, after landing in Luxor,
actually took place, a hellish hole with no side. Fortunately, all occupants were we could see a steady stream of water,
human settlements, nearly impassable to wearing seat belts. The jolt reconfirms like two open spigots, pouring from the
all vehicles. the importance of these constraints, a two drain holes on the bottom skin of
subject emphasized during my autopilot the tail cone, just aft of the rear pressure
Not Looking So Good presentation. Looking at the wing and bulkhead. I conducted a detailed
As I was tired and the flying looked benign the horizontal tail with a flashlight, I could structural inspection of the airplane, and
even if the terrain below did not, I decided see no evidence of wrinkled skin or other could see absolutely no signs of structural
to take a snooze, with Eduardo watching signs of structural damage. I hand-flew damage. We were extremely lucky.
over the airplane. To be more comfortable, the airplane for the next 90 minutes at
I took off my boots and placed them FL270. We landed uneventfully at night in
behind my legs, under the seat. Luxor.
I had been asleep for about 10 minutes

when suddenly I heard an expletive from
Eduardo. All hell broke loose. The airplane
nosed over hard. Upon awakening to the
chaos, I saw everything floating in the
cabin. We were pulling serious negative
g’s. Even though our seat belts were
reasonably tight, Eduardo and I both hit
our heads on the ceiling. Instinctively, I
grabbed the control wheel and pushed
the red button for the autopilot disconnect,
but discovered that the A/P was already
disconnected.
The airplane was out of control and

pulling serious loads. My first priority
was to get the aircraft back under control
without overloading the wings. I slowed
down the pitch oscillation, but not before
the airplane went through another hard
nose up, followed by another nose down.
I managed to slow down the oscillation
and regain control of the airplane before
the next cycle. The initial two oscillations Figure 4
(nose down and then nose up) felt like
jackhammer blows.
Interrogation of our recording g-meter cont. page 52 ►

Extreme Limits: Pulling Gs Over
El Alamein
(continued)
Incident Debriefing servo to apply torque, but the elevator disconnected. At that point, the elevator
So what happened in those desert skies? was not moving. The trim tab, which has went to the stops and started the severe
We can offer a plausible sequence of smaller cables, was likely free to move pitch oscillation.
events. In Crete, due to heavy rain in somewhat, and to create an out-of-trim
strong winds, a considerable amount of condition in response to the torque on the Special Certification
water entered the tail cone through the pitch servo. This out-of-trim condition hit
bottom A/C condenser exhaust opening us with full force as soon as pressure was Results of the PA 46 Special Certification
and the top opening for the rudder torque applied to overcome the resistance of the Review (FAA report of December 5, 1991),
tube. control wheel after the autopilot was first published in response to the rash of PA 46
in-flight break-ups of the late 1980s and
early 1990s, states the following on page
42:
Figure 5
Normal operation of the autopilot and
auto-trim function can cause a large
pitch mistrim to occur when there is
any restraint on motion of the control
wheel either by pilot action or through
a control system jam such as could
be caused by icing.
How about that? Once we descended

to a temperature above freezing, the ice
melted and the elevator became free to
move again. However drainage of the
water was still prevented by the airflow.
Once on the ground in Luxor, the water
finally drained out of the two holes, forming
an impressive puddle on the ramp.
Lessons Learned
We can draw some important lessons
from this jolting experience.
That water clearly did not have a chance

to drain from the two small holes on the
tail cone before we departed. Once in
flight, further drainage was likely impeded
by airflow, thus keeping the water trapped
at the low point of the tail cone, behind
the rear pressure bulkhead. When the
airplane climbed to a temperature below
freezing, this water froze. The resulting
block of ice encased the six control cables
(two rudder, two elevator, and two trim
tab) passing through that area, effectively
preventing the surfaces from moving
freely, particularly the elevator.
This probably explains the annoying pitch

oscillation we were experiencing before
the event. The effect is similar to the
elevator horns picking up enough ice to
freeze the elevator in place. The autopilot
flight computer was commanding the pitch Figure 3

• The two drain holes, with a diameter • If you feel anything blocking the Could this be a possible smoking gun to
of about 0.20 inches, seem to me to forward-aft travel of the control wheel explain some of the unexplained in-flight
be too small to effectively drain water in flight, do not force the yolk, as the breakups of this airplane? Perhaps. One
retained behind the rear pressure full extent of a serious out-of-trim thing is for certain, however: if our airplane
bulkhead. The rain in Crete was condition may reveal itself, with very came down, we would have ended up as
obviously coming in faster than the two unpleasant consequences. a pile of broken airplane parts and broken
holes could drain. I believe that the • If you do not yet have one, get a bodies in one of the most inhospitable
diameter of those drain holes should g-meter. Get one now. Without the places on Earth, on a clear night with
be increased: just an increase to a g-meter, we would have had no idea if no weather, and with no evidence of any
diameter of a 0.25 inch would provide the loads that the airframe experienced problems. That scenario would have
a 56% increase in drainage area. Of during this event exceeded design really upset me as an obstacle to my
course extreme care would have to limits. plans to die in bed. Our heap of mental
be exercised when enlarging the drain • Always keep that seat belt on, would be just another mystery added to
holes, in order not to damage the especially when Uncle Otto is flying. several existing mysteries. Beware of this
rear pressure bulkhead immediately That applies on airliners just as well as rather odd icing issue and avoid becoming
above. in your own airplane. You never know another statistic.
• If after a heavy rain water is still coming if the two folks up front are having a
out of those two drains, wait until the bad day.
flow stops before flying the airplane,
especially to high altitude.
Figure 2

Notes From M•MOPA Headquarters
Russ Caauwe, Executive Director
Russ has been crazy about airplanes all of his life. He obtained his license in Norfolk, Nebraska, at the
age of 17. Entering the Air Force at 19, Russ served two years as an airborne radar mechanic. In 1950,
he was accepted for pilot training, and after graduation, was commissioned as a 2nd Lt. and pilot.
Russ served in the 82nd Fighter Squadron, flying F-94’s and F-89”s, in Iceland, where he met his wife
Bjorg (Bea).
After completing his tour with the 76th Fighter Squadron in Presque Isle, Maine, Russ pursued various
business interests, including life as a Customer Engineer for IBM; later as President of his own data
processing company; and finally, as a corporate pilot, from which he retired in 1997, having enjoyed
over 3,500 hours flying a 1984 Malibu, and a 1989 Mirage.
Richard Grange Andrew Stephens Gregory Ang

Golden, CO N915ED Singapore
Richard is an Executive with Merdian Aurora, IL Gregory is a TV Consultant. His company
Telecom. Andrew has a Mirage. He is President of is GANG TV.
Tangent Technologies LLC.
David Strosberg
Raj Nawab N312DS
N178DB Jerome Rich Chicago, IL
Chantilly, VA N535JR David has a Matrix. He is an Architect/
Raj has a Mirage. His company is Apex IT Boca Raton, FL developer. He has over 750 hours and
Services. Jerome has a Meridian. His company is holds an Instrument rating.
Richbuilt Const LLC. He holds Instrument
and Multi ratings and has over 1600 hours.
Marc Bourdon Michael Austin Sr.

Maxville, ON Canada N61FL
Marc’s company is Bourdon Feed & Grain, Philip Karper Baldwin Park, CA
Inc. He has a Private license with sea and N188CE Michael is VP at Pacon, Inc. He has a 550
night ratings. Graham, TX Malibu.
Philip has a Meridian. He has over 600
hours and holds Multi, and Instrument
ratings. His company is Karper Oil & Gas
Corp. Steve Tanton
Brad Ellis Calgary, AB
Henderson, NV Canada
Brad is CEO of CCBootcamp. He holds an Jeffrey Storey Steve is a retired Electrical Engineer.
Instrument rating. N885MM
Cheyenne, WY
Jeffrey is a Physician. He has a Matrix and
has over 400 hours. He also holds an Robert Schick
Instrument rating. N735RC
Robert Hodges Marietta, GA
N918MW Robert is a Veterinary Dematologist. He has
Spring Valley, CA a JetProp, and has over 2600 hours.
Robert is in Advertising. His company is Lionel Gartner
Mailworks, Inc. He has a Matrix. Creston, BC, Canada
Lionel is retired.
Ronald Nicholas
N9281Y
Portland, ME
Lee Grossnicklaus Ronald is a Broker. He has a Malibu. He
Paul Schoenie N3014C has over 4900 hours and holds the
South Bend, IN Shelby, NE following: Com SEL, MEL, Hel, Inst
Paul is a lawyer. He has over 1200 hours Lee has a Meridian. His occupation is Pilot. Airplane and Helo.
and His company is Pierson Aviation.
holds IFR and MEL ratings.

Paul Sharpe Seth Tait
Oakville, ON N146ZF Dubota Tractor Dealer. He has over 2600
Canada Salt Lake City, UT hours and holds a Commercial license with
No information available. Seth is a professional pilot. He holds the Multi and Instrument ratings.
following: Com. SE&ME, Instrument, CFI,
CFII, and MEI.
Paul Bazile
Jim Rowan Mexico City, Mexico
Salt Lake City, UT Paul’s company is Bayca Comercial, S.A de
Jim is a business owner. He has a Matrix. John Ewald C.V. He is an ATP.
Kingsbury, TX
John owns Ewald Tractor, Inc. and is a
Ken Morrison
N269AD
Nashville, GA
Ken’s company is Morrison Home Center.
He has a Mirage, and has over 850 hours,
holding a Private license and IFR rating.
Matt Carr
N229MA
Fort Wayne, IN
Matt is a Physician. He has a Mirage. His
company is Fort Wayne Medical Oncology
& Hematology, Inc.
Doug Sharp
Watertown, SD
Doug owns Sharp Automotive in
Watertown.
William Marshall
N395PM
Fort Walton Beach, FL
William is a Physician. He rejoins us after a
hiatus of a few years. He has a Mirage and
has over 1500 hours, holding a Private
license SEL and an Instrument rating.
Scott Morgan
Billings, MT
Scott is CEO of RCP.
Matthew McDaniel
Oak Creek, WI
Matthew is a professional pilot. He has over
10,000 hours and holds the following: ATP,
Master CFII, MEI, A&IGI, BE1900, CE500,
B737, DC9/B717.

M•MOPA Classifieds
FLORIDA SPRUCE CREEK FLY-IN GPS Manuals

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Training Update ...
The following facilities offer initial and/or recurrent training for the Malibu•Mirage.
This list does not constitute an endorsement of any of the trainers listed below.
Advanced Flight Training FlightSafety International Mariani Aviation Services

International, Inc. Lakeland, Florida Vero Beach, Florida
Vero Beach, FL 1-800-726-5037 (772) 567-8666 or (772) 713-4368
(772) 473-7356
Initial & Recurrent Training Initial & Refresher Training with
Initial & Recurrent Courses John Mariani at any location
Travis Holland
Aircraft Training Services, LLC. Holland Aero RWR Pilot Training
Buffalo Grove, Illinois www.holland.aero Baltimore, Maryland
(847) 947-2238 360-734-8419 1-866-870-8196
Initial & Refresher Courses JetPROP initial and recurrent www.rwrpilottraining.com
Training and North Atlantic training Initial & Recurrent Training for Malibu,
Aviation Training Management And ferry. Services offered worldwide Mirage, and Meridian with Dick Rochfort
Vero Beach, Florida At your location or at KBLI. At any location
(772) 778-7815
Lester Kyle’s Aircraft Training SimCom Training Centers
Initial & Refresher by Appointment
Vero Beach, Florida Vero Beach, Florida
Eclipse International, Inc. (772) 562-5438 1-800-272-0211
St. Petersburg, Florida Initial & Recurrent Training Initial & Refresher by Appointment
(727) 822-1611
Initial & Refresher with Mary Bryant at
St. Petersburg or Customer’s Location
MALIBU/MIRAGE SAFETY & TRAINING FOUNDATION

SAFETY / FLIGHT SESSIONS:
April 3 - 4 August 14 – 15 September 18 – 19

North Myrtle Beach, SC Olathe, KS Bar Harbor, ME
Grand Strand Airport (CRE) Johnson County Executive Airport (OJC) Hancock County – Bar Harbor Airport
Host FBO: Ramp 66 Piper Host / FBO: Kansas City Aviation (BHB) Piper Host / FBO: Columbia Air
Center, Inc. (KCAC) Services
April 24 – 25
Prescott, AZ
Ernest A. Love Field (PRC)
Host: Arizona Aircraft, Inc.
SAFETY SYSTEMS / MAINTENANCE SESSIONS:
November 12 - 14
Vero Beach, FL
Vero Beach Airport (VRB)
Host: Piper Aircraft Company
International Session (Ground School Only):
Trip: July 16 - 27
Rome, Italy
Florence, Italy
Italian Air Force Museum @ Lake Bracciano
Events Calendar
19th Annual Convention
October 28-31, 2009 Helpline ...
Scottsdale, AZ 620-728-8634


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Malibu

I’m Glad You Asked

12 Notes from the President

28 The 3 Knot Rule

30 View From A JetProp

48 Issues & Answers

54 Notes from MMOPA

20 I’m Glad You Asked

Photo by John Mariani

SPRING 2009 3 M MOPA

SPRING 2009 4 M MOPA

SPRING 2009 6 M MOPA

SPRING 2009 7 M MOPA

SPRING 2009 10 M MOPA

SPRING 2009 11 M MOPA

Sorrow and Rededication our relationship with Piper. Jim Bass

SPRING 2009 12 M MOPA

SPRING 2009 13 M MOPA

SPRING 2009 16 M MOPA

SPRING 2009 17 M MOPA

“crew.” According to the news reports, US Airways if arriving at night, particularly at an

SPRING 2009 18 M MOPA

Structural icing, which

SPRING 2009 20 M MOPA

is detected, a pilot should do one of two icing equipment is used.

AIM 7-1-21 says the following: “The

SPRING 2009 21 M MOPA

The classic cold front (in

SLD is visible ice behind the

SPRING 2009 22 M MOPA

In stratus clouds, monitor your outside

SPRING 2009 23 M MOPA

occurs. Few pilots have any experience

• Abnormal elevator authority, vibrations

A tailplane stall occurs when, as with

Anti-icing and De-icing on the

SPRING 2009 24 M MOPA

The best way to learn about operating

SPRING 2009 25 M MOPA

Looking at the above chart you can

SPRING 2009 28 M MOPA

specifically for static wicks

SPRING 2009 30 M MOPA

SPRING 2009 31 M MOPA

“Don’t buy this one”

SPRING 2009 32 M MOPA

As a means of evaluating how the group’s Table 1: Demographics

While numerous numerical scores are

SPRING 2009 36 M MOPA

Table 3: Opinion Topics

1. Does the MMOPA and MMOPA Safety Foundation meet

Positive comments outnumbered the negative about 2 to 1 (see Table 4).

Type of Comment Positive Negative Total

SPRING 2009 37 M MOPA

Table 5: Comparing Known Membership Aircraft with Survey

Aircraft Actual Percentage Ownership Survey Percentage Ownership

Data reliability (consistency) is borne out by must be reached between

SPRING 2009 38 M MOPA

SPRING 2009 40 M MOPA