INSIDE THE PC-12’S ELECTRO-MECHANICAL GEAR SYSTEM

FALL 2014 PILATUS OWNERS AND PILOTS ASSOCIATION

DEBUT!
W PC-24 -POWERED PC-24!

N
P
E
ILATUS AIRCRAFT INTRODUCES A PURE JET, FJ-44

+PILATUS PILOT-PROFICIENCY PROGRAM +

+STEERING CLEAR OF LOW
+ LEVEL WIND SHEAR +
LOW-LEVEL
+LOSS OF CONTROL STILL A GREMLIN +
+IRS PASSIVE-ACTIVITY RULES +
 Pilatus aircraft owners and pilots prefer the advantages of
partnering with Tempus Aircraft Sales and Service:

Unmatched industry expertise

Outstanding customer service

“Attention to detail” philosophy

governing everything we do

Whether you’re looking for a trusted source for a new or

pre-owned aircraft, or you need a Pilatus Authorized Service
Center to maintain your PC-12, Tempus Aircraft Sales and
Service is here for you.

Contact one of our authorized Pilatus sales representatives for more information:

Centennial Airport (KAPA) Bergstrom Airport (KAUS)

12260 East Control Tower Rd 4309 Emma Browning Ave, Suite 112
Englewood, CO 80112 Austin, TX 78719

Matt Rule Emmy Bateman

303.799.9999 303.799.9999
[email protected] [email protected]

www.tempusaircraft.com
CONTENTS
PILATUS OWNERS AND PILOTS ASSOCIATION • FALL 2014 • VOLUME 17, ISSUE 3

4 I P OPA M AG A Z I N E I FA L L 2 0 1 4
 12 36 36 50

D E P A R T ME
E N TS
S
6 FROM
FROM THE PRE
RESI
SIDE
D NT

8 NEW & NO
NEW NOTA
TA
ABL
BLE
E

26 IR
RS PA
PASS
S IV
SS VE-AC
E-ACACTI
T VI
VITY
T RULULES
E
Pro
Provin
in
ng th
t e ti
time
me ded
e icated to yo
our
u bus
usin
usin
nes
ess.
B JON
BY JONATH
ATH
HAN
A LEV
LEVY
Y

28 PILA
PIILA
P LATU
TUSS PILOTT PRROF
OFIC
ICIENC
NCY PROG
NC O RA
OG R M
GA
G AINININ
NG MO
MOMEMEENT
NTUUM
Learn ho
Le h w too qualify for new
ew inc
cen
enti
tive
tivess
ve
o er
off ered
edd by in
insu
su
ura
r nc
ce unde
un
nde
derw
wri
r te
ters
rs.
BY REB
REBECC
EC A LORB
ORBER

30
0 WE
WEEK
EKEN
ENDE
ENDERS
DERS

34 MI
MIPA
PAD
PAD
Professi
sio
ional
onal
al Charts for the iPad
Je
epp TC annd FD
F
BY JOH
JOHN
N D. RULE
LEY
Y

46 2014
1 CONVENTION SESSION RECAP
BY JACK LONG
O , POPA BOARD MEMBER

FEATURES
12 PC-1
- 2 TIMES TW WO
Pilatus Aircraft introduces a pure jet, FJ-44-
powered PC-24.
BY BILL
L COX

18 GEARING
GE UP
T e new PC-112 NG electro-mechanical landing
Th
gear system that makes the best even better.
B RON COX
BY

36 READING BETW WEE EN TH

THEE LINES OF TAFS
Steering clear of lo
low-
w-le
w-leve
level wind shear.
BY SCO
CO
COTT
O C. DENNST
S AED
ST ED
DT

42 UPSETTT INGG
L sss of controll re
Lo r mains a gremlin, and here’s why.
BY JOHN MORR
ORRIS
IS

50 AI
A R JOJOURUR
RNE
NEYY’S
S AM
AMAZING FLIG GHT
AROU
AR OUND
OU ND THE E WOR
O LD
It’s a 76-
It 6 da
day,
y 25,00
y, 00nm journe
n y that takes you and
your air
yo irpl
plan
pla e to 27 countries and 36 total destinations.
BY JOD
DI ANN COD
DY
From the President

SUCCESSFUL SAVANNAH

E
2014 CONVENTION
and every year, Laura Mason and the POPA Board of Directors strive to put
er an outstanding Annual Operations and Safety Convention. The challenge
ace becomes more difficult each year as the number of members attending
the interests of members change, and the benchmark is raised. Yet, once
echoes of “best convention yet” sounded this year from many attendees as
eaded home from POPA18 held in Savannah, Ga., this past June.
tin Savannah Harbor on the banks of the table will be continued at future meetings.
annah River hosted more than 240 at- On Saturday, the Honorable Christopher Hart, vice
representing more than 55 aircraft owners, chairman, NTSB, and Dr. David Strahle were the
PC-12 fleets and 28 vendors. Aircraft arriving guest speakers presenting sessions on automation and
at KSAV enjoyed a delicious barbecue lunch, courtesy NEXRAD, respectively. Pratt & Whitney and Pilatus
of our host FBO, Sheltair, and were greeted by Ignaz also gave their annual briefings. Lt. Col. (Ret.) Bryan
Gretener, Pilatus Aircraft PC-12 program manager, Anderson, USAF, closed the day with a special inside
and POPA Board Members Joe Howley and Brian look at flying the U-2 Dragon Lady. The convention
Cleary. Special thanks to Epps Aviation for serving wrapped up later that night with a special evening of
as the Host Service Center for the Convention. Their art and jazz at the Jepson Center for the Arts.
efforts were very much appreciated. A special thank you to our Annual Supporting
Keynote speaker John Lynch, CEO of the Royal Partners and Convention Sponsors: Without their
Flying Doctor Service in Australia, kicked off the two support we would not be able to continue this con-
full days of seminars focused on PC-12 information vention year after year. We also greatly appreciate the
and education. Lynch’s story of the RFDS’s history vendors who attended this year to support the PC-12
and growth using the PC-12 in a very demanding community and demonstrate the products they offer
POPA19 environment was eye-opening. for our planes. A final thank you to members we
The first full day of the convention continued serve who attended: We are rewarded each year for
will be held with informative presentations from Tim Cloutier of our efforts with your positive comments and con-
at the Hyatt PlaneSense, Howard Cox of SimCom, Steve Ham-
mack from Honeywell, and Dale Wright, National
structive feedback, and we encourage you to continue
to help elevate the Pilatus experience!
Regency Air Traffic Controllers Association. They covered a If you were unable to attend, we highly suggest you
Tamaya in variety of topics, each focused on providing valuable
tips on how PC-12 operators can improve their skills.
consider attending next year. POPA19 will be held
at the Hyatt Regency Tamaya in Santa Ana Pueblo,
Santa Ana Copies of their presentations are available on the N.M., June 11-13, 2015. Mark your calendars now.
POPA website in the Pilatus Knowledgebase. We look forward to seeing you there.
Pueblo, N.M., POPA board member Jack Long led the final ses-
June 11-13, sion of the day, a new accident review roundtable that
was initiated at this year’s convention. The response
2015. from the members was very positive, and the round-

6 I POPA M AG A Z I N E I FA L L 2 0 14
 FALL 2014 VOLUME 17/ NUMBER 3

POPA BOARD

EXECUTIVE DIRECTOR
Laura Mason
Phone: 520.299.7485
Fax: 520.844.6161 Cell: 520.907.6976
[email protected]

PRESIDENT
Joe Howley

VICE PRESIDENT
Brian Cleary

SECRETARY/TREASURER
Jack Long

BOARD MEMBERS
Dan Muller
John Zimmerman, Kristian Eide

BOARD ADVISORS
Pete Welles, Ray Torres,
Phil Winters, Tom Aniello,
Piotr “Pete” Wolak

AJ PUBLICATIONS STAFF

EDITOR-IN-CHIEF
Lyn Freeman

MANAGING EDITOR
Michelle Carter

SENIOR EDITOR
Bill Cox

ASSOCIATE EDITOR
Hans Lubke

EDITORIAL ASSISTANT
William Henrys

CONTRIBUTING EDITORS
Nina Harris, Paul Simington, Katrina Bradelaw,
Paul Sanchez, Wayne Rash Jr.

ART DIRECTOR
Robbie Destocki

PHOTOGRAPHY
Paul Bowen, Mary Schwinn,
James Lawrence, Lyn Freeman, Jodi Butler,
Gregory L. Harris

PUBLISHER
Thierry Pouille

ASSOCIATE PUBLISHER
Sophie Pouille

PRODUCTION MANAGER, U.S.

Guillaume Fabry

ADVERTISING SALES
Thierry Pouille, 561.452.1225
Brad Elliott, 561.841.1551

AD SALES COORDINATOR
Anais Pouille, 561.841.1551

CORPORATE OFFICES
1931 Commerce Lane, Suite 5
Jupiter, FL 33458
Telephone: 561.841.1551 Fax: 954.252.3935

FOR SUBSCRIPTIONS,
REPRINTS, BACK ISSUES
please log onto www.PilatusOwners.org

CONTACT THE EDITOR:

[email protected]

CONTACT THE PUBLISHER:

[email protected]

©2013 Pilatus Owners and Pilots Magazine is published quarterly.

All rights reserved. Reproduction in any form without written
permission from the publisher is prohibited.
Please send comments to the attention of the publisher.

PRINTED IN THE USA.

FA L L 2 0 1 4 I P OPA M AG A Z I N E I 7
New Products

YOUR VERY OWN

HEADS-UP DISPLAY
This device is not ready for your airplane but, in your car, it makes you
coolest guy going to or from the airport. Garmin’s heads-up display
(HUD) gives you turn-by-turn directions to your destination for easy
QUIT SHOOTING
viewing while driving. The HUD receives navigation information from your DISTURBING VIDEOS
smartphone and projects it onto a transparent film on your windshield or Take your regular video camera into the cockpit
T
an attached reflector lens. HUD automatically adjusts its brightness level, and all the images shot out the front of the
airplane will have an extremely annoying dis-
so its projections are clearly visible in direct sunlight or at night.
tortion caused by the propeller. Now you can
The unit provides estimated time of arrival and lane assist, as well as eliminate that disturbing effect with a brand
read-outs on speed, traffic and even “safety” camera alerts. It works wire- new series of variable lens filters and kits from
lessly with your Bluetooth smartphone and uses Garmin StreetPilot for NFlight and Sporty’s.
the iPhone or NAVIGON mobile apps. Get more at Garmin.com. This new technology is designed for specific
use on both the GoPro video cameras and the
Apple iPhone. The filters can be combined with
headset audio cables to make complete cockpit
videos. With the new Variable ND Filter, pilots can
Make the World a Wee Bit Prettier adjust the light through the lens to suit different
Cables can be ugly things, especially when they’re on the loose around the conditions and different airplanes. The result is a
house, in your car or even in your suitcase. Now One Kings Lane has created a clear and professional video every time.
classy way to bring those serpents to bay. Witness the new Cordito, a stylish For the GoPro, the filter snaps onto the GoPro
and simple way to wrap your USB cords, ear buds, plugs, and chargers. The waterproof case or skeleton case and is remov-
Cordito holds three cables able for use outside the cockpit. For smartphone
and two plugs. Each Cordito users, pilots simply attach the metal bracket to
is made from premium leather the outside of their phones and line up the filter
and precisely measured to over the camera lens.
neatly hold your cords. If Finally, a new Telephoto Lens Kit is available
you’re going to be mobile, for the iPhone 5/5S that makes it easy to record
do it with some style. See the close up shots of the ground or other airplanes.
Cordito at OneKingsLane.com Get all the information at Sportys.com.

8 I P OPA M AG A Z I N E I FA L L 2 0 1 4
Finally.
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Locate your Dealer at BendixKing.com

 DEFUNDING OF DUATS
(DIRECT USER ACCESS
TERMINAL SERVICE)
IMMINENT
The Federal Aviation Administration is attempting to defund the two companies (CSC
and DTC) who provide the common safety program called DUAT Service. This free
service to pilots, under contract to the FAA, is in danger of being defunded, placing the
cost of running this service directly on the backs of pilots.
DUATS has been available to pilots as a free service since 1989, providing access
over the internet, and even offers direct modem dial-in. DUATS has been the pri-
mary choice for pilots for pre-flight planning instead of voice-calling Flight Service.
DUATS service is accessible via common Web browsers and mobile devices, such
as smartphones and tablets. In addition, both equipment manufacturers and third-
party software vendors (such as WingX and iFlightPlanner) depend on all or part of
the DUATS program to provide pre- and in-flight services to the pilot community.
Their interface to DUATS provides them and their users with assurance of their
quality interface to the FAA NAS (National Airspace Systems).
Where Are You? Since DUATS is a program built to strict FAA requirements and an approved
source for pilots to receive their required pre-flight briefings, doing away with this
It’s the smallest and lightest on the service presents a possible safety issue. The FAA does not certify or directly ap-
prove any other sites available to the public. Without DUATS, pilots will be required
market. As a personal locater beacon
to evaluate other sources of weather to insure that they meet the FAA’s require-
(PLB), the ResQLink weighs in at just ment. The DUATS program is also the only online flight-planning service that pro-
4.6 ounces, less than a couple of energy vides complete recording of all pilot online session activities as well as the provided
output. This information is available to the FAA within seconds, providing critical
bars. And topping just 3.9 inches, it’s information for Search-and-Rescue.
smaller than the cell phone in your From a taxpayer’s standpoint, the FAA DUATS program is a transaction-based
competitive contract, which is one of the most innovative and cost-effective programs
pocket. Small and mighty, the ResQ-
in the FAA. Two vendors, in competition for market share, continuously innovate and
Link™ PLB is a full-powered, GPS- update technology at no cost to the FAA — benefiting both taxpayers and pilots.
enabled rescue beacon designed According to a FAA study in 2013, DUATS provides over 130 million weather and NO-
TAM briefings, flight-planner generated logs, and flight plans filed as well as other valu-
for anglers, pilots and back-country
able services per year to the aviation community (at a cost of $0.08/activity). In contrast,
sportsmen. The device can broadcast the current Flight Service Station program, supporting only the lower 48 states, provides
your exact location directly to rescue 4.6 million activities per year, at a cost of $140 million per year (cost of $30/activity).
By supporting our petition you will help get the message to the appropriate
satellites overhead. people who can influence what the FAA does next. Go to DUATS.com/saveduats
The ResQLink PLB is a distress to sign the petition.

radio beacon, which transmits location

information directly to Search and
Rescue forces letting them know you WATER IN YOUR EARS?
Nah, or at least not in your Sony headsets. Amp up your
need immediate assistance. A unique
workout in secure and cordless comfort, with this
identifier number is programmed into Bluetooth® sports headset with NFC2. It features a
each ResQLink at the factory. The unique, behind-the-neck and water-resistant
design powered by a re-charge-
combination of 15 letters and numbers
able battery for up to
is then registered to you as the owner, nine hours of listen-
ing or chat time.
assuring you the highest level of
Permission to hit the
protection. See more at Acrartex.com gym granted.

10 I P OPA M AG A Z I N E I FA L L 2 0 1 4
T
he whole point of a corporate aircraft
is to transport people and things to FIRST
LOOK
places that are sometimes inaccessible
or inconvenient to reach by airline.
Whether it’s a turboprop or a corporate
jet, the primary function of most business air-
craft is to save time. While it’s true some smaller
jets can access relatively short strips that may be closer to a corporate
destination, most demand at least 4,000 feet for convenient operation.
Pilatus rolled out the first prototype of its proposed twin jet at Stans,
Switzerland, on Aug. 1, and it’s looking to capitalize on the utility
jet market. Pilatus employed a team of 24 horses to tow the PC-24
on the Swiss National Day holiday and help announce the com-
pany’s new model designation and emphasize its workhorse flight
and loading characteristics. In keeping with its penchant for using
abbreviations to summarize jet capabilities, Pilatus is calling the
airplane a Super Versatile Jet or SVJ.

PC-12 TIM
12 I P OPA M AG A Z I N E I FA L L 2 0 1 4
 P I L A T U S F J - 4 4 - P O W E R E D P C - 2 4

MES TWO
PILATUS AIRCRAFT INTRODUCES A PURE JET, FJ-44-POWERED PC-24. QBy Bill Cox

FA L L 2 0 1 4 I P OPA M AG A Z I N E I 13
PC-12 Times Two

The new Pilatus PC-24 was announced section at 2,500 hours.

at last year’s European Business Aircraft This new airplane is partially the result of
Conference and Exhibition in Geneva. The a Pilatus market survey that asked existing
new aircraft will incorporate many of the PC-12 customers what features they’d like
most desirable features of the existing PC-12 to see in a new model. The answers were
turboprop on a twin-jet platform. almost universally “higher, faster and big-
Power for the PC-24 will be provided by ger” into the same unimproved short strips
a pair of new-generation Williams FJ-44-4A that the PC-12 uses so handily and with the
turbofans. The engines utilize Dual Chan- same palletized cargo capability.
nel FADEC and are rated for 3,435 pounds That’s a tall order for a pure jet. As a re-
normal takeoff thrust each. They also employ sult, Pilatus engineers began design studies
Williams’ Exact passive-thrust vectoring five years ago, configuring a jet that could
technology. This uses the Coanda effect to carry roughly the same load as the compa-
provide a three-degree vectored thrust during ny’s premier turboprop, fly 150 knots faster 504 cubic feet, nearly twice the size of the
high-power operations. More than 5 percent and land in a short distance. In this case, competition’s aft compartment. The cabin
additional thrust will be available through balanced field length is less than 3,000 feet. will be similar to that in the PC-12 but four
a new Automatic Thrust Reserve feature, Pilatus calculates that the PC-24’s short and feet longer. This will allow a variety of quick-
boosting max power to 3,600 pounds. unimproved runway capability will open up change configurations, including all-cargo or
The engines also feature Williams’ Quiet something like 21,000 additional airports EMS missions.
Power Mode, a self-starter that will provide worldwide that aren’t available to other jets. More typical business layouts will accommo-
limited ground power and eliminate the The PC-24 will be certified for single- date two pilots and six to eight passengers with
need for an APU. TBO has been set at 5,000 pilot operation that will allow for as many plenty of room for baggage. Cabin dimensions
hours with an on-wing inspection of the hot as 11 passengers. The Pilatus cabin is huge, are 61 inches tall by 67 inches across, and the

14 I P OPA M AG A Z I N E I FA L L 2 0 1 4
PC-12
PC 12 Times Two

2017 PILATUS PC-24

Specifications
New Price: $8.9 M
Engines make/model: Williams FJ44-4A
Thrust (lbs): 3,600
TBO - hours: 8.8
Fuel type: Jet A
Gross weight (lbs): 17,650
Std empty weight (lbs): 10,950
Useful load – std (lbs): 6,700
Max Ldg Wt (lbs): 16,250
Zero Fuel Wt (lbs): 13,450
Usable fuel – std (gal/lbs): 888.5/5953
Payload– full std fuel (lbs): 915
Wingspan: 55’ 9”
Overall length: 55’ 1”
Height: 17’ 5”
Wing area (sq ft): 332
Wing loading (lbs/sq ft): 53.1
Seating capacity: 1 + 11
Cabin doors: 1
Cabin width (in): 5’ 76”
Cabin height (in): 5’ 1”
Pressurization (lbs/sq in): 8.8
popular, pressurized, heated, cavernous, aft bag- planned for early 2015.) But history sug-
gage compartment will still accept a shipping gests they will be. Performance
Max Cruise Speed (kts): FL300 425
pallet loaded by fork lift (with extreme care). All three aircraft in the class offer maxi- Best rate of climb, SL (fpm): 4075
Pressurization differential is 8.8 psi which mum range in the 1,900 nm class. The PC-24 Time SL to FL450: 30 min
will allow inflating the PC-24 to offer a sea- will be able to carry nearly 6,000 pounds of Maximum Operating Altitude (ft): 45,000
level cabin at 23,000 feet and an 8,000 foot fuel for long-range, light-payload missions, Stall – Vso (kts): 81
cabin at the airplane’s maximum operating but it may experience shorter range, not be- Max Range (nm): 1950
altitude of 45,000 feet. cause of any performance deficiency, but be- TO ground roll (ft): 2690
Performance will be well into the cause its ability to operate from abbreviated Ldg ground roll (ft): 2525
medium-jet class, comparable to the Em- or unimproved strips may result in out-and- All specs and performance numbers are drawn
braer Phenom 300 or Cessna Citation CJ-4. back missions that don’t demand refueling. from official sources, in this case, the manufac-
turer’s website. All specifications are preliminary,
Climb at the PC-24’s max takeoff weight of The PC-24’s dual-wheel main-landing gear based on engineering estimates. First flight is
anticipated in late 2014/early 2015.
17,650 pounds will be over 4,000 fpm, and swings inward into uncovered wells and is
an unrestricted ascent from near sea level to designed specifically for rough runways.
FL450 should require only 30 minutes. Assuming Pilatus meets its performance
Max cruise is listed as 425 knots, slightly projections, it will have a pronounced it’s probably a safe bet the PC-24 will be the
slower than the Phenom 300 and Cessna advantage in short-field performance over least expensive medium jet in the sky when
Citation CJ4, but on a typical 1,200 nm trip, the competition, both in takeoff and landing. the first one is delivered. To date, Pilatus has
the difference in time en route should be no The PC-24 should record takeoff distances deposits on 84 aircraft.
more than 10 minutes. All three models will well below 3,000 feet and landing require- If the PC-24 can even approach the level of
probably be operated at 400-420 knots any- ments closer to 2,500 feet. market penetration experienced by the PC-
way to reduce fuel cost and extend range. Pilatus estimates the PC-24 will sell for 12 (so far, the company has delivered 1,200
A paper aircraft will nearly always beat a $8.9 million in 2017 dollars, roughly what of its best-selling corporate turboprops), the
real machine in performance, so we prob- the Embraer Phenom 300 and Cessna Swiss manufacturer could indeed be build-
ably won’t know for another year if Pilatus’s Citation CJ4 cost today. For that reason, ing what Pilatus Chairman Oscar Schwenk
projections are accurate. (The first flight is again assuming the economy doesn’t tank, dubbed an SVJ for Super Versatile Jet.

16 I POPA M AG A Z I N E I FA L L 2 0 14
FIGURE #1
 PC-12 NG ELECTRIC GEAR

GEARING UP
I
THE NEW PC-12 NG ELECTRO-MECHANICAL LANDING GEAR SYSTEM ‘THAT MAKES THE BEST EVEN BETTER’ QBy Ron Cox

n early April, I received an email from the POPA Forum in a posting talking about the
new electric gear being offered on the 2014 PC-12 NG.
At first I questioned why Pilatus Aircraft Ltd. would revert back to an electrical me-
chanical gear system that had been tried in older aircraft systems and found wanting.
Upon some reading, I realized that my assumption was completely wrong. Pilatus had
indeed created a gear system that enhanced the already outstanding PC-12 NG design
and made the gear compatible to its own futuristic PC-24 Twin Turbojet and other mod-
ern systems like the Boeing 787 Dreamliner.

FA L L 2 0 1 4 I P OPA M AG A Z I N E I 19
Gearingg Upp

FIGURE #2

Gone were any thoughts of massive gear extensive performance and reliability conditions in Canada and un-prepared
boxes and clumsy actuator arms. Instead, testing program was conducted by Pilatus airstrips. This testing far exceeds the
Pilatus has designed an efficient electro- and the Tamagawa company. Tests were normal mission profile of a standard PC-
mechanical gear system that is uniquely conducted over a wide range of aircraft 12 NG.
controlled by its Modular Avionics Unit operation loads, normal and emergency By switching gear systems from
(MAU) and motors that are self-con- gear operations, and environmental hydraulic to electro-mechanical, Pilatus
tained in individual actuators attached conditions down to -55 C to ensure the achieved some other maintenance savings
directly to the operating gear system. In highest reliability factors in the General for the aircraft operator. The old hydrau-
the process, they have saved 13 pounds Aviation turboprop market. Real-world lic system required seven tasks. Four were
of weight and, with its dual 300 Amper- operations were conducted during cold in the 100-hour inspection (150 hour for
age generators, the system has more than
ample electrical to operate the relatively
low electrical draw motors.

FIGURE # 1 MAIN LANDING GEAR

ACTUATOR AND FOLDING LINK
(PHOTO ON PREVIOUS PAGE)
The new gear actuators are manufac-
tured by the Tamagawa Seiki Co. of lida
City, Japan. They incorporate a 28V
motor with gear box, ball-screw linear
actuator, anti-wear pads, a self-contained
fault-monitoring system, a self-rigging
capability, and emergency gear extension.
If anyone has any doubts about the PC-
12 NG being an international designed
product, the new electric-gear system
should dispel that notion.

FIGURE # 2 EXPLODED VIEW OF THE

PC-12NG ELECTRICAL GEAR ACTUATOR
To ensure Pilatus’s high standard of FIGURE #3
quality control in this new system, an

20 I P OPA M AG A Z I N E I FA L L 2 0 1 4
Gearingg Upp

FIGURE #4

The EGES handle is pulled

• A signal, sent to the MAU and

CVRDR (if installed)), shows EGES
system has been activated. No other
U.S. PC-12 operating under FAA Part 91), FIGURE # 3 LANDING GEAR SCHEMATIC CAS message is provided showing
but all seven tasks were in the annual inspec- The E-gear uses a self-rigging linear electro- the extension of the EGES.
tion. mechanical actuator. In addition, the gear is
The new electro-mechanical is life-limited held in the up and down position by an electric • The EGES, through the Bowden
to 30,000 landings, up by 5,000 landings brake and is aided by an over-center spring in cable, releases the mechanical lock
from the former hydraulic-equipped aircraft. the down position, ensuring positive locking on each gear actuator
Only one task is included in the 100-hour in- of the gear, once it’s in the down position. A
spection and that is a visual inspection of the free-fall emergency-gear extension/Bowden • The Bowden cable has two input
extension and retraction mechanism. A one- cable motor release is provided for emergency ends at the release handle and three
time limited task requires the discarding of extension of the gear in case of a failure. output ends, one on each actuator.
the actuator anti-rotation pads every 12,000 See Figure # 3.
landings. The three maintenance require- FIGURE # 4 EMERGENCY LANDING GEAR
ment tasks include an emergency-system SYSTEMS – COMPONENTS • Bowden cables will release the
operational test, a spring-strut inspection Though no additional maintenance after an clutches on the actuators
and a functional test of the electrical circuitry emergency-gear extension is required, the
• Gear will gravity-fall, aided by spring
related to the landing-gear main control pilot only has to reset the emergency-release
packs and air loads on the MLG gear
system. These three tasks must be completed handle and raise the gear. Supplement 11 to
doors
every 2,000 flight hours or at the annual the PC-12 NG Pilot Operating Handbook
inspection, whichever comes first. The total does require the pilot to “report emergency- • Internal centrifugal friction brake
time to complete the 100-hour inspection gear system use to maintenance.” This require- will prevent excessively fast landing-
requirement is 0.25 hours, and the annual ment maybe eliminated in the future, once gear extension, which could damage
inspection required items — 1.5 hours. A reset data is received by field-maintenance gear
significant savings from the hydraulic system facilities with no problems with the emergen-
100-hour 0.4-1.5 hours for the 100-hour cy-gear handle being repositioned into the A placard installed below each of the
inspection and 0.75 to three hours for an an- center console emergency-gear holder. At the pilot’s side windows lists the applicable
nual inspection, depending on the hydraulic present to eliminate any possible maintenance speed and procedures to extend the gear,
gear system condition. conflict, emergency-gear practice should be using Emergency Extension Procedures.
A close inspection of the gear-system conducted in an appropriately configured
schematic (Figure # 3) will show the follow- simulator or practiced while the aircraft is on
ing components of the electro-mechanical jacks in an approved Pilatus Service Center.
gear system: Three electro-mechanical land-
ing gear actuators (EMLGA), the landing- FIGURE # 5 EMERGENCY GEAR
gear relay unit (LGRU), the landing gear EXTENSION SYSTEM- SCHEMATIC
control unit (LGCU), and the emergency The use of the emergency gear procedure
gear-extension system (EGES). is one of simplicity.

22 I P OPA M AG A Z I N E I FA L L 2 0 14
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PROOF THAT YOU HAVE NOTHING TO PROVE.
Performance can’t be denied. You’ll feel it at the first push on the throttle. The Pilatus
PC-12 NG gives you the speed, range, short-field versatility and single-pilot ease required
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 Gearingg Upp
The components of thee landing gear FIGURE #5 system, whether on the ground or in the
extension & retraction are: air. The MAU op perates the MFD gear po-
sition captions an
nd landing-gear warning
• LH MLG electro-m mechanical landing tone when:
gear actuator (EM
MLGA)
• RH MLG EMLGA
A • Flaps are sett to the landing position
(greater than 15 degrees)
• NLG EMLGA
• Airspeed is less than 130 knots
• Landing-gear relayy unit (LGRA)
• Power contrrol lever is set to IDLE
• Landing-gear selector handle position and
d landing gear is not
• EGES extended.

The PC-12 NG landingg gear is operated A more detailed explanation of the AIR/
by applying pressure to o the landing-gear GROUND functtions of the MAU, posi-
selector handle, locatedd in the flight tion and warningg systems, power supplies
compartment center co onsole. See Figure in detail, and thee outputs for the aircrafts
# 3. The handle has two o positions, UP multiple systemss are beyond the scope
and DN. When either selection is made, a of this article. Trraining during initial
signal is sent to the LGRRU and the MAU. and refresher cou urses by knowledgeable
Power is then supplied to the LH, RH instructors will further
f flesh out the intri-
and NLG EMLGAs forr up to 30 seconds cacies of these syystems.
by the LGRU to extend d or retract the
undercarriage. FIGURE # 6
Fully retracted gear Keeping with the
protrudes approxi- company strategy of
mately one inch finding ways to add
below the gear- value to Pilatus
wheel well. The gear products new and old,
in the retracted and the e-Gear addition
extended position is was a logical means to
displayed in Figure # 6. The electrical power supply for the systems accomplish that goal. Pilots will find the
is provided from the SECONDARY POW- W new e-Gear system appreciable better
At first I questioned why ER LINE through the LGRA. The circuit
breaker for the LDG PWR Line is routed
than the hydraulic system it replaces,
though there were no major complaints
Pilatus Aircraft Ltd. through the RH Power Junction Box. Two about the system it replaces.
would revert back to an other circuit breakers the LDG PWR PRI Special thanks to the folks from Pilatus
Aircraft Ltd for providing and assisting in
electrical mechanical the technical drawings and specifications
gear system that regarding
di th
PC-12 NG.
the new electrical
l t i l gear on th
the

had been tried in older

aircraft systems and
found wanting. Upon
some reading, I realized
that my assumption was
completely wrong.
Each EMLGA consists of an electrical
motor connected to a series of gears which
FIGURE #6
de-couple speed and momentum. The
gear train has a thrust bearing connected
to a ball screw and shaft. The ball screw
transforms the rotation of the gears to the and the LDG PWR Sec protect
linear movement necessary to extend or the LGCU.
retract the landing gear. A motor brake is Weight–on-wheels (WOW)
then engaged when EMLGA movement is and proximity switches provide the
stopped. See Figure # 2. MAU with location and status of the gear

FA L L 2 0 1 4 I POPA M AG A Z I N E I 25
 ess to thee IRS
Send Less S FINANCE

tion to members of the public.

IRS PASSIVE- Unsurprisingly, this aircraft-rental business gener-

ated losses on his tax return. This is usually the case

ACTIVITY RULES because the tax-depreciation schedule for most

General Aviation aircraft last only five years, allowing

A
the company to fully write off the cost of the aircraft
PROVING THE TIME DEDICATED TO YOUR BUSINESS over this time (or even faster, if certain congressional
By Jonathan Levy incentives, such as bonus depreciation, happen to
be available). This accelerated-depreciation schedule
All tax practitioners are aware how unyielding the tax code can creates the false appearance, for tax purposes, that the
those who lack sufficient planning and learn of the law’s aircraft is losing value very rapidly. When that mostly
e requirements only after the fact. One recent tax court fictional plunge in value is reflected on the tax return,
it usually results in the aircraft business showing a tax
e-affirming this lesson is Williams v. Commissioner, TC loss, even if, in economic reality, the business is profit-
o 2014-158 (August 2014), where a taxpayer lost out on able. In such cases, aircraft owners typically desire to
ctions from his aircraft business due to his failure to pro- lessen their tax bill by netting the tax losses generated
by their aircraft activity against the taxable income
he court with sufficient proof of his day-to-day work. they receive from other sources — which is exactly
ough the Williams case involved a piston aircraft marketed through a flight what Williams sought to do.
school, its lessons are also relevant to aircraft owners engaged in charter or short-term The IRS challenge to Williams’s netting of the air-
rentals. The taxpayer, Scott Williams, had decades of aviation experience although his craft losses against his other income involved parsing
primary profession was providing other companies with telephone-skills training. In out his items of income and expenses into two catego-
the mid-2000s, Williams, through a company he owned, purchased a Cirrus aircraft ries defined in the tax code: active items versus passive
and enlisted the help of several flight schools in selling short-term rental and instruc- items. In this taxonomy, each item of income or ex-

26 I POPA M AG A Z I N E I FA L L 2 0 1 4
pense must be associated with an “activity”
of the taxpayer (roughly, identifying which
of the taxpayer’s business undertakings the
item is associated with) and then determin-
ing for each activity whether that activity is
“active” or “passive.” The significance of the
active/passive distinction is that losses from
passive activities cannot be netted against
income from active activities — in other
words, losses from passive activities cannot
reduce the liability for taxes on income from
active activities.

WILLIAMS’ TWO ACTIVITIES

In Williams, the taxpayer was found to be
engaged in at least two distinct activities: the
aircraft business and the telephone-training
business. It then fell to the tax court to
determine whether each activity was active
or passive, and the key test in that regard was
how much time per year Williams worked in
each business. many hours he had devoted to the aircraft tion is that, in Tolin, the court was satisfied that
The tax code states that any business is business back in 2007, the year at issue. If he the individual was involved in the day-to-day
passive, with respect to all individual taxpay- had written contemporaneous notes of the management/operations of the business.
ers who cannot show “material participation” time he spent, he would have stood a better In recent years, there has been a debat-
in it, a test that involves counting up the chance, but he had no such records. able trend for the tax court to carve out more
hours that the individual dedicated to work- After emphasizing that Williams had and more different types of work hours and
ing in that business during the given year. An the burden of proof stacked against him, consider them “investment” in nature. Those
individual is considered to materially partici- the tax court noted that it would not accept who are involved on a day-to-day basis in the
pate if he or she meets any of seven tests ar- “a ball-park guestimate” of the hours he activities claimed as active are protected from
ticulated in the tax regulations, with the two worked, and, without the aid of any written the dangers of this trend because the hours
most relevant of those tests being, (1) Does records such as time logs or day-planner they work count towards the material-par-
the taxpayer devote more than 500 hours per entries, Williams was unable to persuade ticipation hours thresholds, whether or not
year to the activity, and (2) Does the taxpayer the court of his material participation and, the hours are considered investment time. In
both (a) devote more than 100 hours per year therefore, unable to net his losses from the contrast, those not involved day-to-day could
to the activity, and (b) devote more time to it aircraft business against his income from see their eligible hours eroded to the point
per year than any other individual. telephone-skills training, thus resulting in a where they may be surprised to discover that
In Williams, it was never in doubt that significantly higher tax bill. they fail the material-participation tests and
the taxpayer materially participated in the His experience may serve as a lesson their activities have become passive.
telephone-skills training business, where he to other aircraft owners seeking to use
worked full-time. The tax court easily held tax losses from aircraft rental or charter CONCLUSION
that he materially participated by dedicating structures: A few moments spent jotting This article is a brief introduction to a
more than 500 hours per year and found down the time you work, notes sufficient to complex area and does not raise or discuss
him to be “active” in that business. What lost credibly jog your memory years later and all of the relevant issues, but instead attempts
the case for him, however, was his inability corroborate your descriptions, may save to single out a certain issue to provide some
to show material participation in the aircraft your deductions upon audit. depth of coverage. Aircraft ownership
business. should always be carefully evaluated with the
‘INVESTMENT’ HOURS WEREN’T HELPFUL aid of qualified advisers.
BURDEN OF PROOF MATTERS Another noteworthy issue discussed in Wil-
Jonathan Levy is a board-certified
Williams argued that, he materially partici- liams is that the tax court did not allow him expert aviation-law practitioner and
pated in the aircraft business by devoting to count the time he spent reviewing bills as legal director. Advocate Consulting
Legal Group, PLLC is a law firm whose
more than 100 hours per year and devoting part of his material-participation hours. These practice is limited to serving the needs
more time than any other individual. Unfor- hours were considered to be of an “investor” of aircraft owners and operators relat-
ing to issues of income tax, sales tax,
tunately, the law places the burden of proving nature and were therefore excluded. This con- federal aviation regulations, and other
material participation squarely upon the tax- clusion stands as an interesting contrast with related organizational and operational
issues. Tax Disclosure: We inform
payer. The IRS needs to prove nothing. The another tax court case decided this year, Tolin you that any U.S. federal tax advice
government is presumed correct, and lack of v. Commissioner, TC Memo 2014-65 (April contained in this communication (including any attach-
ments) is not intended or written to be use, and cannot be
clear evidence is interpreted in its favor. Wil- 2014), where, unlike Williams, the taxpayer used for the purpose of (i) avoiding penalties under federal
liams was in the position of needing to prove, was allowed to count investor-type hours to- tax laws, specifically including the Internal Revenue Code,
or (ii) promoting, marketing or recommending to another
at a trial taking place years after the fact, how wards material participation. The key distinc- party any transaction or matter addressed herein.

FA L L 2 0 1 4 I POPA M AG A Z I N E I 27
POPA
O Safety
f y & Education
ducation
offered by the PPPP Insurance underwriting partners to
those who complete the program. Seven leading aviation
insurance underwriters have partnered with POPA to
encourage member participation. AIG, Allianz, Berkley,
Great American Insurance Group, Phoenix Aviation
Managers, W. Brown & Associates, and XL Insurance
America each offer an exclusive benefit only to members
who earn a PPPP Certificate of Completion.
The specific offers vary by company but range from
enhanced coverage and preferred pricing up to a 10
percent reduction in the aircraft hull premium. Details
of each underwriter’s program are available on the
POPA website and by contacting the aviation insur-
ance brokers. As program participation grows, POPA
hopes to add several more underwriters to the partner
list. Check the POPA website to see the current list of
partners and their offers.
The POPA website serves as the interface for mem-
bers who wish to participate in PPPP. A link to the
main program page is located in the top header. On the
main page are details of the program’s history, mission
and goals. To participate, members should plan on at-
tending the Annual Operations and Safety Convention,
complete two knowledge courses and one flight course
annually, all in addition to their annual recurrent train-
ing. If a member is unable to attend the convention, ad-
ditional knowledge courses may be completed instead.
A variety of topics and courses are available to fulfill
the knowledge and flight course requirements, allowing
members to choose courses based on their interests, oper-
ations and experience. The knowledge course topics were
chosen to align with the NTSB’s list of top safety initia-

PILATUS PILOT tives. Sixteen required and 28 elective knowledge courses

have been chosen from a variety of sources, including the
FAA’s WINGS program, AOPA’s Air Safety Institute, and

PROFICIENCY several other third-party providers. New courses will be

added from time-to-time, and course credit may also be
earned by attending an on-site AOPA, WINGS or PilBAL
PROGRAM GAINING course. Credits received through the WINGS program
will be honored on a 1:1 basis. Many courses are offered

MOMENTUM free of charge, while others require a fee.

P
To receive credit for coursework, members should
submit a course completion form, which is avail-
LEARN HOW TO QUALIFY FOR NEW INCENTIVES OFFERED able on the POPA website. Credits are valid for one
BY INSURANCE UNDERWRITERS QBy Rebecca Lorber year from the date of course completion, and PPPP
completion status may be earned at any time, although
aunched the Pilatus Pilot Proficiency Program (PPPP – formal public recognition will only take place during
as Quad P) last year shortly after the 17th Annual Op- the annual convention.
s and Safety Convention in Monterey, Calif. Much has Questions about the program should be directed to
Laura Mason or POPA Board Member Dan Muller who
lace since PPPP was introduced to convention-goers. is serving as the PPPP coordinator. An email link to Dan
y, at the 18th Annual Operations and Safety Convention in Savannah, is provided within the PPPP materials on the website.
rst PPPP Completion Certificates and recognition pins were awarded to PPPP is quickly becoming an integral part of POPA’s
o had finished the requirements of the program. Andrew Burnette (NG, mission to help all PC-12 owners and operators achieve
West Chicago, Ill.), Jack Long (Legacy, Owner-Pilot, Austin, Texas), Dan the safest operations in the industry. By completing PPPP,
Muller (Legacy, Owner-Pilot, Hillsborough, N.J.), Phil Rosenbaum (Legacy, Owner- members will not only improve their flying skills, but
Pilot, Austin, Texas), Wesley Tuley (Legacy, Pro-Pilot, Quincy, Ill.), and Melanie they may also qualify to save money on their insurance
Walker (Legacy, Pro-Pilot, Hillsborough, N.J.) were recognized for their participa- premiums – further enhancing the valuable benefits PC-
tion in the additional safety and educational opportunities provided through PPPP. 12 owners, operators and pilots gain through their POPA
The six recipients this year were also the first to be eligible for the new incentives membership.

28 I P OPA M AG A Z I N E I FA L L 2 0 1 4
Hot Spotss TRAVEL

{ G O T T A G E T A W A Y }
LOOKING FOR THE NIGHT
LIGHT? GO NORTH, WAY,
WAY NORTH
BY MICHELLE CARTER

C
razy about the brilliant lights and bright nights? Does your day begin But about those lights, t ” the resort website
ting,
when the sun goes down? Is dark your least favorite color? t ones that keep the
the says. The resort suggests
Then set your Garmin for the private 3,000-foot airstrip at Chena Hot vvisitors trekking to Chena a nap after dinner so
Springs, Alaska, about 60 super-scenic miles from Fairbanks. If uncontrolled gravel Hot Springs year-round.
H vvisitors can stay awake
strips aren’t your cup of tea, fly into Fairbanks International (FIA) and catch the They are the celebrated
Th from 10 p.m. to 3 a.m. to
shuttle to the Chena Hot Springs Resort. You’ll know you’re there when you pull up aaurora borealis, the watch the show. Just walk
w
to a super-sized ice blue igloo made, appropriately, of ice! Northern Lights, which
N outside and look up!
The luminescent ice building houses the Aurora Ice Museum and Gallery, the larg- ccan be viewed from But if the winter (or
est year-round ice environment in the world. More than 1,000 tons of ice and snow aalmost any night-time summer) chill is a bit
(all harvested at the resort) went into the creation of the museum, which remains a perch from late August
p much, you can also book
cool 25 degrees F inside. Something called an absorption chiller keeps the museum tthrough early April — a ride on the Aurora
chilly enough, even in the summer, to provide a gallery for ice sculptures such as a ““solar activity, weather/ Coach — a heated van
life-sized polar bear and medieval jousters on horseback. cclouds, and luck permit- tthat will take you to some

30 I P OPA M AG A Z I N E I FA L L 2 0 14
 IF YOU GO...
CHENA HOT
SPRINGS RESORT
P.O.Box 58740
Fairbanks AK 99711
907.451.8104
CHENA HOT
SPRINGS AIRSTRIP
N65°3.11’ / W146°2.85’
Elevation 1195 feet MSL
Runway 3,000 feet
907.451.8104
FAIRBANKS
b
began when weary goold INTERNATIONAL AIRPORT
6450 Airport Way
miners discovered th
m hat w rs. But it’s the waters
wate Fairbanks AK 99709
iin their untreated state 907.474.2500
of the best viewing sites ssoaking in the ‘oh-soo- h
hours, instructors will
that benefit from the warm’ waters helped
w tthat draw throngs of have you running a sled
h
absence of light pollution ttheir aching bodies,” the vvisitors each year who with six mushers. You
w the Northern Lights or
in this remote corner of website says.
w bbelieve in the healing ccan work with the dogs dog-sledding with lots of
the 49th state. Today Rock Lake is re- powers of the sulphur
p eeven in summer when time for relaxing soaks,
While you’re spend- sserved for adults because hot springs.
h ccarts replace the sleds. horseback riding and
ing your nights looking iit is not chlorinated. And for excitement, As an added bonus, in
A those naps in your suite
up, your days are open Although it naturally
A how about dog-sled
h tthe spring months, the at Moose Lodge.
for long soaks in the drains and replenishes
d rracing? Chena maintains kkennel often has puppies Be sure to call ahead
natural Rock Lake, which iitself two or three times a a kennel of 100 Alas- whom they are hoping
w about 48 hours before
is heated to a toasty 107 day (and gets a power-
d kkan huskies acquired yyou will help socialize! you plan to fly in to their
degrees F by those hot wash once a week), the
w ffrom sled-dog rescue Chena offers seasonal airstrip so they can up-
springs. “The waters are sstate of Alaska doesn’t al- oorganizations and animal ffour-day, three-night date you and know when
timeless, but the resort llow children in untreated sshelters and, within two packages that celebrate
p to expect you.

FA L L 2 0 1 4 I POPA M AG A Z I N E I 31
 aacross the green.
Be sure to scan the
upcoming events on the
u
Madden’s website for
M
sspecial events like the
Food and Wine Weekend
F
when the resort hosts
w
ccelebrity guest chefs
tto work with its own
cchefs to offer activities,
demonstrations and
d
eeducational sessions — as
well as delights for your
w
palette such as Smoke It!
p
((which has nothing to do
with tobacco), Jamaican
w
ffood Stations and the
Whole Animal Bash on
W
tthee Beach.
One of the last events
oon n the calendar each
yyear is the Orvis Muskie
SScchool in the fall where
ggu uests learn to fly fish
fforr the muskellunge, the
ulttimate predator that
u
TWO AIRPORTS TO ssw
ccan
wims in North Ameri-
n freshwater.
PICK FROM AT Since this is the north
wooods and snow comes
w
MADDEN’S IN eearrly and often, Madden’s
tthrrows a Closing Party
MINNESOTA’S iin October when the
sseaason comes to an end,
NORTH WOODS m
mercial pilot and a
flight instructor in both
fl dividual water ski school
aan
un
u
nd the resort shuts down
ntil the first week in
BY MICHELLE CARTER April. Because so much
A
ssingle- and multi-engine or trap-shooting session, iis packed into seven

Y
earning for the perfect $100 hamburger? lland and single-engine you can relax while you
Consider Madden’s on Gull Lake — one of months, reservations for
m
sseaplanes. Wings Over watch the sun set over 22015 are already in order.
Minnesota’s 10,000 lakes with more than Water will provide you
W Wilson Bay on Gull Lake
9,000 acres of water — which offers every pos- with the opportunity to
w and indulge yourself with
sible water sport as well as four highly rated golf eearn your certification in a hot stone massage. IF YOU GO...
courses carved through the north woods. a Super Cub 160, and six For at least one meal, EAST GULL LAKE
AIRPORT (9Y2)
Best of all, you can fly Thuringer, Madden’s
Th hours of flying time is in-
h make reservations at the 10790 Squaw Point Road
into one of two General m
man-in-the-know on ccluded, the average time Dining Room at Madden East Gull Lake MN 56401
218.828.9279
Aviation airports, East fl
flying in; he can be necessary to complete the
n Lodge, an upscale restau- BRAINERD LAKES RE-
Gull Lake (9Y2), with its rreached at 800.642.5363 p
program. rant that sits on Mission GIONAL AIRPORT KBRD
2,600-foot grass airstrip, o or [email protected]. 16384 Airport Road, Suite 5
Views of the golf Point at the entrance to Brainerd, MN 56401
or Brainerd Lakes While you’re there, ccourses, lush gardens or Steamboat Bay. Surround- 218.825.2166
Regional (KBRD), with yyou can pick up your Gull Lake are promised
G ed by water on three sides, MADDEN’S AT GULL LAKE
its 7,100-foot concrete sseaplane certification at 11266 Pine Beach Peninsula
iin all the guest rooms at you aren’t like to miss out Brainerd MN 56401
runway. Madden’s will Wings Over Water and
W Madden’s, whether you
M on a view of the lake. For 800.642.5363
Maddens.com
pick you up at either one ccheck that particular cchoose a cabin or hotel casual dining, head for
WINGS OVER WATER
after you’ve experienced iitem off your bucket list. aaccommodation. And the Classic Grill on the 800.642.5363
some of the most beau- You will train with Mary
Y iif personal rejuvenation Classic Golf Course where WingsOverWaterSeaplanes.com
tiful lake country flying Alverson, one of the top
A iis part of the vacation you can sit outside under ORVIS MUSKIE SCHOOL
866.531.6213
in the world. Check in sseaplane pilots in the pplan, don’t miss The Spa broad umbrellas while Orvis.com
ahead of time with Ben Upper Midwest, a com-
U aat Madden’s. After an in- you watch the action

32 I P OPA M AG A Z I N E I FA L L 2 0 1 4
MiPad
i ad
d ELECTRONICS

simplifies revisions. Tradition- manual – it did not provide

ally, Jeppesen subscribers got en-route and area charts. Those
individual pages with changes still came on paper. This year,
every 28 days and spent time that changed: A new app,
replacing old pages in their Jepp FD, provides a complete
binders. Electronic revisions replacement for all the paper
are much faster. And electronic in a Jeppesen Airway manual:
subscriptions are cheaper than Plates, diagrams, charts and
getting all those pages in the even the airway manual text
mail – a full year of electronic (which is provided in PDF
coverage for the lower 48 costs format for viewing in iBooks).
$787 vs. $1,241 for paper. On startup, Jepp FD defaults
Needless to say, given all to a page that includes an en-
those advantages – and the route chart and allows you to
runaway popularity of the iPad enter your origin and destina-
among pilots – Jepp TC quickly tion airports and specify a
became a hit, and that brought route using waypoints. Press-
recognition by none other than ing an “apply” tab will generate
the FAA. The combination of the route and scale the chart
an iPad and Jepp TC was the to show it. You can then zoom
first off-the-shelf commercially in on any route segment. An
available electronic charting on-screen button, shaped
solution authorized as a com- like an airplane, lists airports
plete replacement for paper on the route. Tap on one and
approach plates for airline use you’ll get a list of available
— after the iPad passed a rapid terminal charts. Tap on a chart
decompression test. and it will come up. By default
However, Jepp TC didn’t it’s scaled to fit on the screen,
quite replace
q p the paper
p p airwayy but there is an option
p to have

PROFESSIONAL
CHARTS FOR THE IPAD

E
JEPP TC AND FD
By John D. Ruley
e square black without paying a license fee.
ots carry? Open Until 2009, the only way to get
ses and I guar- electronic Jeppesen charts was
l find at least an application called JeppView
irway manual: for Notebook and Tablet PCs.
nder with text, There was no way to get Jeppe-
l/approach/ sen instrument charts (particu-
s and airport larly approach plates) on other
ry thin paper, portable devices.
r en-route charts. Two years ago, Jeppesen
roNav (formerly began offering approach plates
NACO) charts are common and airport diagrams on an
among private pilots, when you e-book viewer, and last year
get to the big leagues, Jeppesen the same capability arrived
(a division of Boeing) is the on the iPad through Jepp TC.
world standard. This quickly caught on because
That said, FAA charts are it saves a lot of weight – pa-
what you’ll find on most per IFR charts for the lower
electronic chart viewing apps – 48 states weigh a whopping
largely because, as government 22 pounds, not counting the
documents, they’re available binders! Jepp TC also greatly

34 I P OPA M AG A Z I N E I FA L L 2 0 1 4
it fit to the width of the screen “rubber band” flight-plan
instead. If you have an iPad2 Jepp FD isn’t perfect. At this point, editing is due in the next major
or external GPS, your airplane it’s just a chart viewing and GPS release, and other features,
position can optionally be
shown on airport diagrams.
mapping application, without the ad- d including weather, are planned
beginning next year.
Tapping an on-screen route vanced flight planning, weather and Once or twice a year, I fly
button takes you back to the
en-route chart.
other features offered by JeppView. on a charity mission to Mexico
with a group called Liga Inter-
While all the information seen to a moving-map display start moving off at an angle. An national (The Flying Doctors of
from paper en-route charts is on the iPad, with labels always easy work-around is to switch Mercy). Until now, that always
available in Jepp FD, it’s not oriented properly, in contrast momentarily to “north-up” involved getting a Mexico trip
always immediately obvious. to ForeFlight and other apps mode and then back to “track- kit so that I’d have en-route
Some details (waypoints and that display scanned charts, up” mode. And I didn’t figure charts and approach plates for
airway numbers, for example) which often have the text out how to look up Center fre- my route south of the border.
only show up when you zoom upside-down or sideways quencies until after I got home. The next time I make one of
in. Other details are available depending on what direction Turns out, it’s in the comms those flights, my trip kit will
only by request. For example, you’re flying. section of the pop-up page for be electronic, downloaded to
tap-and-hold on an airport I tested Jepp FD on a any airport. Jepp FD on my iPad. It will save
icon, and a pop-up window will four-hour leg flying home to Jepp FD isn’t perfect. At this weight, money and time!
appear offering runway and California from a vacation in point, it’s just a chart viewing For more information, browse
communications information. Jackson Hole and Yellowstone and GPS mapping application, ww1.Jeppesen.com/index.jsp.
With a GPS and ship’s earlier this year. I had generally without the advanced flight John D. Ruley is an instrument-rated
position enabled (using an good results once I got used planning, weather and other pilot, freelance writer and recent
graduate of the University of North
on-screen button that looks to the app, though I quickly features offered by JeppView. Dakota Space Studies graduate
like a stylized arrowhead), realized that it’s not a true mov- But over time that’s going to program (Space.edu). He is also a
volunteer pilot with LigaInternational.
you can choose “north-up” or ing map – even in “track-up” change. Jeff Buhl, senior prod- org, and a member of the board of di-
“track-up” orientation. The mode. If you make a turn, the uct manager for mobile solu- rectors of Mission Doctors Association
(MissionDoctors.org). You can reach
latter is the closest thing I’ve on-screen airplane symbol will tions, told me that on-screen him by email to [email protected].

FA L L 2 0 1 4 I P OPA M AG A Z I N E I 35
36 I P OPA M AG A Z I N E I FA L L 2 0 1 4
 LOW-LEVEL WIND SHEER

READING
BETWEEN
THE LINES
OF TAFS
T
STEERING CLEAR OF LOW-LEVEL WIND SHEAR Q By Scott C. Dennstaedt

here’s no doubt that terminal aerodrome

forecasts, simply known to pilots as TAFs,
are perhaps the most detailed aviation fore-
casts available. If you call Lockheed Martin
Flight Services for a standard briefing or get
an automated DUATS briefing, you can bet
the farm that any TAFs along your proposed
route and at your departure and destination airports will be a part of
this briefing. There are, however, some finer details about TAFs that
instructors fail to pass along to their students. The top one on the list
includes a forecast for non-convective low-level wind shear (LLWS).
Probably the most misunderstood aviation forecast among pi-
lots and instructors is one for non-convective LLWS. In a TAF,
this forecast appears in coded form with a WS code such as
WS020/15035KT. Such a forecast for non-convective LLWS can also
appear in AIRMET Tango. I will discuss this a bit later. In a preflight
briefing, pilots hear the term “wind shear” and immediately equate
this with thunderstorms and severe turbulence. It’s a common mis-
conception, but non-convective LLWS, as it appears in a TAF, is not
ordinarily a forecast for turbulence. In fact, in most cases when this
is forecast, the air is glassy smooth.
This form of wind shear is typically found in the warm sector
ahead of the cold front and south of the warm front. But it’s also
quite prevalent in the overnight hours during fair weather condi-
tions coupled with clear skies and calm wind at or near the sur-
face. Even though wind seems to be the common denominator,
atmospheric stability is the catalyst behind most non-convective
LLWS occurrences.

FA L L 2 0 1 4 I P OPA M AG A Z I N E I 37
Wind Shearr

By definition, wind shear is a marked near the bottom of that layer. There also As mentioned earlier, non-convective
change in wind speed and/or wind may be an accompanying shift in wind LLWS can occur in the warm sector of
direction over a given distance. Wind can direction with height in this layer as well. an area of low pressure, but it can fre-
change direction as you are flying along at Keep in mind that it’s not the same quently occur in the presence of a strong
a particular altitude. This is referred to as horizontal and vertical wind shear that nocturnal temperature inversion. Frontal
horizontal wind shear. If the marked change may be experienced in the vicinity of non-convective LLWS can occur any
in direction and/or speed occurs over a deep, moist convection or thunderstorms, time of the day or night and normally
layer of altitudes, it’s referred to as vertical hence the name non-convective LLWS. has the characteristics of light winds
wind shear. When the wind shear occurs Forecasts for convective and non-convec- at the surface and cloudy skies but can
near the surface, it is referred to as low-level tive LLWS have very distinct differences. be strong and gusty when the weather
wind shear and abbreviated LLWS. In a TAF, convective LLWS will typically system is associated with an intense area
We know that wind naturally tends to contain a reference to thunderstorms (TS of low pressure. Here are three examples
increase in speed with increasing height, or VCTS) and will contain CB, which of TAFs non-convective LLWS when as-
but it normally does so fairly gradually. stands for cumulonimbus, in the cloud sociated with a frontal system.
But what if the winds are nearly calm at group.
the surface and increase to 45 knots just Also, the surface winds are typically 1. FM111600 13010KT 5SM -RA
2,000 feet above the ground? That’s an ex- forecast to be strong and gusty. While OVC015 WS020/27055KT
ample of vertical speed shear, also known convective LLWS can occur at any time of 2. FM120100 VRB03KT 4SM BR
as non-convective LLWS. the day or night, most convective LLWS OVC008 WS015/25045KT
When the winds are expected to occurs in the afternoon and early evening 3. FM120900 19018G30KT 3SM +SHRA
increase rapidly with height within 2,000 when thunderstorms are the most preva- BR OVC005 WS020/17075KT
feet of the airport’s surface, a forecast for lent. Here are three examples of forecasts
non-convective LLWS will likely be issued for convective LLWS. On the other hand, nocturnal non-
in a TAF for that airport. The forecast convective LLWS occurs in the overnight
for non-convective LLWS found in a 1. FM132200 33010G20KT P6SM VCTS or early morning hours, often with light
TAF tells the pilot about the potential for SCT015 BKN040CB winds and clear skies. This is a manifes-
the wind speed to increase quickly with 2. FM131600 22013G35KT 3SM TSRA tation of radiational cooling and likely
height above the ground within a shallow BR BKN035CB occurs in the region under an area of
layer. That is, faster air at the top of the 3. FM140000 VRB20G55KT 1/2SM high pressure. Here are three examples of
wind shear layer is moving over slower air +TSRA FG BKN015CB the nocturnal version of non-convective

38 I POPA M AG A Z I N E I FA L L 2 0 1 4
 Wind Shear
LLWS you might see in a TAF. 015 for 1,500 feet AGL or 020 for 2,000 This is generically referred to as a lapse
feet AGL. Even if the WS layer extends rate. A lapse rate is simply a change of
1. FM221100 19004KT P6SM SKC higher, the maximum height that is fore- temperature over a change of increasing al-
WS015/17040KT cast is 2,000 feet. titude. Anytime the temperature decreases
2. FM230800 VRB03KT P6SM SCT010 After the forward slash, the next group with increasing altitude, it’s referred to as
WS010/22035KT contains the true wind direction followed a positive lapse rate. If the temperature
3. FM230400 00000KT P6SM SKC by the wind speed in knots at the indi- increases with altitude, that’s referred to as
WS020/23055KT cated height or 230 degrees at 55 knots a negative lapse rate or more commonly
in this example. This implies indirectly labelled a temperature inversion.
In both cases of non-convective LLWS, that the wind is rapidly increasing from The larger the lapse rate is, the greater the
the LLWS code “WS” will be included the surface through the indicated height atmospheric instability. An unstable envi-
in the TAF immediately after the cloud although this says nothing about the wind ronment (large lapse rate) promotes vertical
group. Let’s take a closer look at this mis- direction throughout this shear layer. mixing and provides for a more turbulent
understood forecast group. Assume the Effectively this forecast translates into air-flow potential. On the other hand, a
following snippet from a TAF. “the wind at 2,000 feet is 230 degrees at stable atmosphere (small or negative lapse
55 knots.” But it does not imply there will rate) inhibits vertical mixing and provides
FM130300 17005KT P6SM SKC be turbulence at 2,000 feet AGL or below. for a laminar and non-turbulent flow.
WS020/23055KT In most cases, you’ll find smooth condi- One might suspect that vertical speed
tions in this wind shear layer, especially shear (faster air flowing over slower
The first element to the immediate right for the nocturnal instance of non-con- air) could cause the air to overturn and
of the WS code is a height above the vective LLWS. produce turbulent eddies within this
airport, in this case 020 or 2,000 feet. The catalyst for the development of all wind-shear layer. However, just about
This represents the top of the wind shear non-convective LLWS is atmospheric sta- all non-convective LLWS occurrences
layer. This altitude is typically one of bility. We also know that temperature nor- feature a strong temperature inversion.
three values: 010 for 1,000 feet AGL, mally decreases with increasing altitude. Any kind of overturning or vertical mixing

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FA L L 2 0 1 4 I POPA M AG A Z I N E I 39
Wind Shear

(ABOVE LEFT) Non-convective LLWS will usually occur in what is referred to as the warm sector of an area of low pressure. This is usually located to the south of the warm front
and to the east of the cold front. (ABOVE RIGHT) Meteorologists at the Aviation Weather Center issue a forecast for widespread areas of non-convective LLWS as seen here
for western Washington. This is actually a graphical AIRMET (G-AIRMET), which is the successor to the legacy AIRMET. In a G-AIRMET, LLWS is separated from other adverse
weather, such as widespread non-convective moderate turbulence and sustained surface winds greater than 30 knots.

introduces the potential for turbulence; LLWS can make for a difficult climb if the
however, an extremely stable layer such as In the end, I don’t get low-level jet is off your tail. It’s not uncom-
this tends to dampen or resist vertical mix- too excited when I see a mon for the winds to be light or calm at the
ing. Simply put, any air that is forced to surface although they may be 30 knots or
ascend within this stable layer will expand forecast for non-convec- more just above the tree tops. With light or
and cool and immediately finds itself in tive LLWS, especially calm winds at the surface, you may not real-
warmer temperatures aloft, due to the in- ize that, during the initial climb to pattern
version. The air is forced to return back to when it occurs in the altitude, the prevailing wind is at your back.
its original altitude almost immediately. In overnight hours. It’s not The most important one to watch out for
other words, this air has neutral buoyancy is when non-convective LLWS of 50 knots
and doesn’t want to rise or sink. a forecast that should or greater is coupled with the potential for
So why does the air accelerate rapidly instill fear in a pilot. moderate to heavy rain showers (SHRA
with height? The extreme stability, courtesy or +SHRA) or thunderstorms (TSRA or
of the temperature inversion, eliminates In most cases, it’s a non- +TSRA) as shown in the snippet below.
upward and downward motion or vertical event that you may not
mixing (neutral buoyancy). This promotes FM120900 19018G30KT 3SM +SHRA
a laminar flow, and the effects of surface even notice was there. BR OVC005 WS020/17075KT
friction are no longer “felt” at heights a few LLWS below 2,000 feet AGL. It’s unfortu-
hundred feet above the surface. This allows nate that this is issued under the auspices As the moderate to heavy rain falls through
the flow of air just above the tree tops to of AIRMET Tango, suggesting to the pilot the low-level jet, some of the momentum of
accelerate uninhibited and insulated from the potential for turbulence. As explained the jet gets directed downward toward the
surface friction below through the depth of earlier, the air is normally smooth in most surface of the earth. This is like taking a fire
the wind-shear layer. You can think of this situations where this is forecast. hose and deflecting it downward toward
as a faster-flowing river of air (called a low- So if non-convective LLWS isn’t a forecast the ground. The downward momentum of
level jet) located just above the surface. The for turbulence, why is it forecast at all? When that low-level jet creates the potential for
stronger and deeper the inversion, the less the sky is clear and surface winds are light, wet microbursts or downbursts. In this case,
likely there will be any kind of turbulence. the nocturnal version of this phenomenon is the magnitude of the non-convective LLWS
TAFs are one way to identify the po- just as common as low-level thermal turbu- event and convective outflow can make for
tential for non-convective LLWS. How- lence is during the afternoon in the summer. a real interesting approach to land.
ever, not all airports are served by a TAF. Unless you were fixated on your ground- In the end, I don’t get too excited when
Meteorologists at the Aviation Weather speed approaching an airport late at night I see a forecast for non-convective LLWS,
Center also issue a forecast for widespread or in the early morning hours, you probably especially when it occurs in the overnight
non-convective LLWS that is expected to flew right through it without even noticing hours. It’s not a forecast that should instill
cover an area of at least 3,000 square miles. that it existed. In most cases, nocturnal non- fear in a pilot. In most cases, it’s a non-event
You’ll see this issued as part of AIRMET convective LLWS isn’t usually forecast. that you may not even notice was there.
Tango. AIRMET Tango can be issued for Nevertheless, there are several situations Scott C. Dennstaedt is an instrument flight instructor
one of three different reasons, namely, non- where you should pay close attention. First, and former NWS meteorologist. He also teaches avia-
tion weather to pilots online and in person throughout
convective moderate turbulence, sustained if you are departing from an airport with the U.S. To learn more about aviation weather, you
winds over 30 knots and non-convective a high density altitude, non-convective can visit his website at AvWxWorkshops.com.

40 I POPA M AG A Z I N E I FA L L 2 0 1 4
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SUMMER 2014 QUESTIONS AND ANSWERS Question #4: What is the procedure for a Pusher CAS message, or
CAWS pusher caution, in flight?
Question #1: What does the Probes-Off CAS message mean?
Question #4 Answer: Carry out the pusher test. Shaker No.
Question #1 Answer: The probes off CAS message means 1 and No. 2 are active but it will not push. Flaps can be at
the probes switch is off and SAT is 10 degrees or less. any position as well as power. If is does not reset DO NOW
STALL THE A/C.
Question #2: What are the max demonstrated crosswind speeds?

Question #2 Answer: Max demonstrated crosswind are: FALL 2014 QUESTIONS

O flaps= 30 KTS, 15 flaps=25 KTS, 30 flaps=20 KTS, 40
flaps=15 KTS. 1. At what altitude should the cabin be when the A/C is at 14,000 feet?

Question #3: What indications are we looking for during the boost 2. What fluid is used for the brakes?
pump test?
3. What is the distance the passenger seat can travel?
Question #3 Answer: Test each pump separately. We must
hear the pump run and, in the NG, we should see that fuel 4. What is the crew event store CAS Status message mean?
low press CAS go away, and then come back on after we
turn the pump off.

FA L L 2 0 1 4 I P OPA M AG A Z I N E I 41
L O S S O F C O N T R O L I N F L I G H T

UPSETT
LOSS OF CONTROL REMAINS A GREMLIN,
GREMLIN AND HERE’S WHY QBy John Morris.

S
ome articles are worth repeating and some require updating.
This one falls into a little of both types of previous articles by
me and other contributors to POPA. It is a subject that should
be constantly reviewed for the continuous safe operations of
the PC-12 and for all aircraft operators.
Past accidents involving air carrier operations have caused
federal agencies to (again) require upset training due to appar-
ent pilot inability to recognize and recover from an upset event (loss of control
in flight (LOC-I). To be fair, airlines (U.S. to be specific) are operating with
a near-perfect safety record. But this issue is just part of a growing concern
about systems automation and how it may be affecting the pilots’ ability to ac-
tually fly the airplane. Reliance on instrument and crew redundancy may also
be causing pilots to ignore basic fundamentals of aerodynamics and the causal
effects during an upset event requiring the pilot(s) to interpret ALL the instru-
ments, in a timely manner, to make corrective actions.
This is not just an airline industry problem. That may be have been true in the past, but more
The General Aviation community has experi- and more GA aircraft are being equipped with digi-
enced LOC-I events at a much greater frequency, tal instruments and avionics that rival the airlines,
including the PC-12. And under very similar go faster and can operate in the flight levels.
circumstances. Simulator upset and in-aircraft upset (acrobat-
The FAA earlier this year issued drafts of (up- ic) training is of course going to help with review-
dated) Advisory Circular (AC) 120-109A, Stall ing and refreshing recovery techniques, but for
Prevention and Recovery and Advisory Circular how long? Unless the pilot maintains (acrobatic)
(AC) 120-UPRT, Upset Prevention and Recovery proficiency concurrent with his or her normal
Training. The titles of these ACs explain their flight activities, the “learned upset response curve”
purpose and both are primarily intended for Part drops quickly after the upset-training refresher.
121 Air Carriers but with the acknowledgement What I believe needs to be accomplished by
of its value for all aircraft instructors and opera- the pilot before or after an “official” upset-train-
tors. Already in circulation for GA is AC 61-67C ing course is to maintain a mental proficiency re-
change 1 (2007), Stall and Spin Awareness train- garding the basic fundamentals of aerodynamics
ing, which addresses basically the same topics. and how that relates to the aircraft being flown.
It could be assumed that GA pilots would be I really believe that the vast majority of pilots,
more attuned to the basic aerodynamic funda- once out of a formal flight-training environment,
mentals than airline pilots. Why? Probably because forget or are very slow to remember the basics
GA aircraft are more often flown single-pilot with because of the inherent safety built into the
experience in lighter, slower, lower flying aircraft, aircraft being flown. From time to time, LOC-I
requiring them to think more about basic flight accidents happen during airline operations but
fundamentals than those flying the big machines more frequently during GA operations. And
as part of a crew. This is also when kinesthesia (the for lack of a better explanation, when this type
sensing of changes in direction or speed of motion) of event occurs, it often points to a lack of basic
is developed and assumed to be retained. airmanship skills.

42 I P OPA M AG A Z I N E I FA L L 2 0 14
ING

FA L L 2 0 1 4 I P OPA M AG A Z I N E I 43
Loss off Control

What are the basic aerodynamic funda- function of airspeed and (pitch) attitude. In be focusing on PC-12 operations.
mentals? Referring to AC 61-67C (condens- climbing, descending or straight/level flight, I have been asking my clients for almost
ing only for purposes of brevity), here are if the wind flow changes direction and the two years, through test questions with
the following commonly used terms: AoA does not follow, then the wing can/will multiple-choice answers, about how they
stall. A sudden wind shift due to turbulence, would react to becoming inverted while in
A. Stall/spin terms and effects wind shear, wing contamination (which can their PC-12. The answers were to be in order
1. Angle of attack all occur inside weather systems) can cause of importance and have been somewhat
2. Airspeed part or all of the wing(s) to stall. Even light, consistent but not definitive. Almost all first
3. Vso uneven ice accumulation that was not imme- responded that they needed to have more
4. Vs1 diately shed with de-Ice equipment can have information. I thought being inverted was
5. Va a detrimental effect at low to mid altitudes. all the information needed! But that showed
6. Load factor Besides weather, what other factors can to me, even while in a ground school, they
7. Center of gravity accelerate reaching critical AoA? Weight hesitated to react, which is a major problem
8. Weight and aft center of gravity can have an effect toward recovery from an LOC-I.
9. Altitude and Ttemperature becausethe aircraft’s natural critical AoA was I choose inverted because of the engine
10. Snow, ice, frost achieved at an earlier stage. Finally, reliance torque and the likelihood of becoming
11. Turbulence on autopilot’s masking an approaching upset, inverted, or near inverted, as a result of
and/or pilot-induced distraction has been an inadvertent stall while operating the
B.Distractions proven to cause LOC-I. engine at cruise power or greater. Almost all
All of this is about recognition and responded to “power reduced to Idle” as the
C.Wing contamination effect on stall prevention, which of course is the optimal first step. Absolutely critical since the engine
warning, stall speed and stall recovery solution to not having an LOC-I. torque, in this scenario, is the reason for
1. Autopilot masking effect But what about recovery from an upset? turning inverted rapidly.
How many times have we heard the This is the area where, understandably, of- f After reducing power to idle, the next
term “AoA”? It is THE key. Where I believe ficials do not wish to dwell. Everyone wants two steps are where we all need as much
Angle of Attack begins to lose focus is with a positive outcome by prevention, but that is understanding about aerodynamic forces as
published airspeeds. Some pilots incor- not the real world. I would like to think that possible.
rectly assume that maintaining at or above a no pilot intentionally seeks an upset event, Pushing on the yoke, AKA reducing AoA,
published airspeed will keep the critical AoA but stuff happens! was almost the unanimous answer, with the
from being reached. The same assumption This is part of the mental training that I debate centering generally on which is first,
of not reaching critical AoA is given, based am writing about. It has to do with aero- power or push? Part of this particular discus-
on pitch attitude with sufficient indicated air- dynamics and how, by understanding the sion falls into the “what if I am not fully in-
speed. The fact is that critical AoA will always basics, a pilot can make the correct decisions verted” and that “more information” question.
be based on relative wind to the reference in a timely manner to correct the unantici- I have had some clients make the com-
line of the wing, along with relative wind as a pated upset. The remainder of this article will ment “un-load the aircraft,” specifically the

44 I POPA M AG A Z I N E I FA L L 2 0 14
 Loss off Control

wings regarding the first step. Load factor best inventions for the attitude indicator is the about the “what if ” and applying known
(definition): Ratio maximum load aircraft sky pointer. Where the sky pointer is point- information to convince yourself to do it
can sustain to the gross weight of the aircraft ing, go there!). Once wings are approaching right. Obviously, it is better to never get
– measured as “G.” Putting “G” loads on a level, if our head is actually level as well, we into the upset scenario but, like all things,
normal-category aircraft is not what anyone can pull yoke pressure as well as power. training, preparation and a healthy dose of
wants to do, but in an upset event that is The mental training is really thinking ego-checking will make us all safer.
probably what is going to happen — and rap-
idly — unless un-loaded. Va (re-emphasized
in the current AC) has been long deter-
mined to be the maximum airspeed (based
on aircraft gross weight) that full or abrupt
control movements can be applied to an air-
craft without sustaining structural damage.
Maintaining at or below Va when attempting
to recover from inverted flight will be a tall
order but hopefully we can be close.
What then is the third step? Roll the
aircraft (shortest direction) back towards the
horizon. The question mark is because I have
read several articles and have had discus-
sions with acrobatic pilots who regard using
rudder as the third step. I believe it should be
aileron first, because of the aileron/rudder in-
terconnect already incorporating the rudder
(zero flaps configuration /47 and /47E), and
for the non- /47 aircraft due to the already
built in stability of the PC-12. Rolling the
aircraft back toward level with the horizon
will reduce the G forces that will be induced
while in a steep bank and simultaneously
attempting to maintain altitude.
Put it all together and it doesn’t seem that
difficult to recover, if inadvertently upset. Just
pull power to Idle, push the yoke forward
(initially) to reduce AoA and roll the aircraft
toward horizon. Piece of cake!
Problem: The startle effect causes a dif- f
ferent reaction without thinking. Almost
universally the first reaction is to pull on
the yoke. I have done it myself, and I am
supposed to know better! Startled because
the AoA indication (if observing it) did not
show an imminent stall, the stick pusher did
not activate to protect. The AoAs are refer-
ence tools primarily used for prevention by
indication. The stick pusher is designed not
to react until both AoAs indicate together,
for three seconds, that a stall exists from both
AoAs. However, the stick shaker may activate
during the upset and then possibly the stick
pusher, both as a result of the upset and, pos-
sibly, the initial pilot reaction of pulling back
on the yoke.
The initial reaction, as difficult as it may
seem, is to look at the situation first. A lot of
action can happen in three seconds. Abso-
lutely reduce power to Idle; then whatever
degree of inversion we should be initially
pushing (at least lightly) while rolling the
wings back toward the horizon (one of the

FA L L 2 0 1 4 I P OPA M AG A Z I N E I 45
Accident
ccident Review
eview

Many informal accident discussions devolve

2014 CONVENTION into assigning blame and passing judgment. “That

pilot was an idiot…I’d never be so stupid.” Or

SESSION RECAP “that pilot was not properly trained…I am well-

trained and thus this event could never happen

A
to me.” It is a natural protective instinct when
By Jack Long, POPA board member thinking about such tragic events. We all want to
rationalize why such a terrible thing could not
At the recent POPA convention, I facilitated a discussion of happen to us.
fatal accidents: two in PC-12s and two in TBMs. The goal We tried to avoid that line of reasoning. We are
not judges of law and casting blame or passing
discussion was for each pilot in the room to walk away judgment on the accident pilots serves no pur-
some tangible adjustments he or she could make to their pose. Assigning blame can be a way of avoiding
that might prevent a similar accident. In order to accom- a deeper discussion of the chain of events that
led to the accident. Most accidents are the result
this, we started by establishing the important facts sur- of many factors, and focusing only on the final
ding the accident and attempted to deduce the “accident “link” in the accident chain may not the best way
.” We then solicited ideas from the group about changes to learn as much as possible about the full cause.
they could make in their training, checklists, personal mini- For the purposes of this discussion, we oper-
ated under the assumption that the accident pilots
mums, or in-cockpit procedures to increase the probability of were reasonably intelligent and reasonably well-
breaking a similar accident chain. trained individuals. The accident pilots may have

46 I P OPA M AG A Z I N E I FA L L 2 0 1 4
made crucial mistakes, but we tried to • New PC-12 NG owner • Controlled flight into terrain (CFIT) in
assume they were mistakes any one of us • Private pilot license, 54 years old, 2,500 night VMC (clear sky) conditions
could have made in certain situations. hours total flying time, 87 hours PC-12
There is not enough space in this • The pilot had been prescribed two
time medications for Attention Deficient
article to review the discussion of all
four accidents, so I will summarize the • Completed SimCom initial training Hyperactivity Disorder which the toxico-
discussion of two. course July 2008 logical report showed were present n his
body at the time of the accident. Use of
SANTA FE, N.M., SEPT. 29, 2008, PC-12 NG • Departed Akron, Ohio, at 0716 and flew these medications had not been reported
Full NTSB report is available at Pilatus KMDT > KTEB > KLBB and crashed at on the pilot’s medical applications. The
Owners.org/popa2014/ (the first accident KSAF at 2216 FAA does not currently allow medical
listed). A summary of some of the facts of • About 8.5 hours flight time on the day of certification for a diagnosis of ADHD
this accident are: the accident within about 15 duty hours. requiring the use of medication.

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& Consultation Services ✔ Convenient
All courses are taught by Ron
Cox. Ron has over 25 years ✔ Economical
experience in the advanced
aviation training business. ✔ Standardized

PC-12 TRAINING SPECIALIST

LEGACY and PC-12 NG
INITIAL and REFRESHER COURSES • S.O.E. INSURANCE APPROVED
FOR ADDITIONAL INFORMATION VISIT:
www.roncoxaviation.com
E-mail: [email protected] • Mobile: (772) 538-1965

FA L L 2 0 1 4 I P OPA M AG A Z I N E I 47
Accident Review

The discussion of this accident brought MONTROSE, COLO., MARCH 22, 2014, TBM • The last valid FlightAware data showed
up several learning points from the group The preliminary NTSB report for this ac- the groundspeed at approximately 128
about things the pilots in the room may cident is available at http://pilatusowners. knots, which would translate into an IAS
consider changing in their flying to break org/popa2014/ (the last accident listed). The of about 85 knots given the winds and
a similar accident chain: final NTSB report has not been issued. The the altitude.
information at the link above also includes
• Set personal minimums for maximum some unofficial information from news • Based on FlightAware data, it appears
flying time and duty time, perhaps using reports and FlightAware which may or may the pilot had pulled the power back to a
Part 135 or Part 121 rules as a guideline. not be accurate. A summary of some of the low level (perhaps idle) for the descent
Stick to these personal minimums strictly. facts (including unofficial information) of from cruise to the initial instrument
this accident are: approach altitude. While leveling off
• Load and fly an instrument approach • Private pilot license (press reports) (perhaps with the autopilot engaged),
procedure for night operations (especially airspeed bled off quickly
in a mountainous area), even in “severe • New TBM owner (press reports) – just
clear” conditions. acquired aircraft a few weeks before This accident required several assumptions
in order to have a productive discussion,
• Take FAA guidelines about medication • Pilot and four passengers killed but nonetheless some interesting learning
use seriously. There can be a tendency points were articulated:
to assume that if we can drive a car and • Apparent loss-of-control on the RNAV
perform other everyday activities while 35 approach to Montrose, Colo. (KMTJ) • The importance of extensive mentor-
using certain medications, we should be pilot time when transitioning to a high-
fine for flying. Fight the tendency to make • Reported weather at KMTJ was 3000 performance turbine aircraft for the first
that assumption. BKN, -RA, 5C. time. Resist the temptation to do the bare

48 I P OPA M AG A Z I N E I FA L L 2 0 1 4
 Accident Review
minimum mentor-pilot time required by and the PowerPoint slides on the POPA Discussing accidents can be difficult
insurance and view mentor-pilot time as a website to draw your conclusions. The and emotional. None of us wants to think
benefit to be maximized. accident report data is at PilatusOwn- these horrible events can happen to us
ers.org/popa2014/ and the slides can be and our families. By taking a factual and
• Personal weather minimums for newly found in the Pilatus Knowledgebase (Pi- open-minded approach (“I do make
transitioning pilots flying without a mentor latusOwners.org/pilatus-knowledgebase/) dumb mistakes sometimes…”), perhaps
pilot should be conservative. under the POPA Convention section. You we can modify our approach to flying
must be logged-in in order to access the to protect ourselves from allowing one
• Perhaps the most interesting take-away Knowledgebase. mistake to cause an accident.
from the whole discussion for me was the
substantial risk presented by flight idle
888.386.3596
descents, especially in IMC. Two partici-
pants offered suggestions for reducing the [[[WO]XIGLMRGGSQ
WEPIW$WO]XIGLMRGGSQ
(1;ˆ9>%ˆ182

As the world’s oldest PC-12 dealer,

Skytech is a trusted and proven
resource. Whether you are buying,
selling or servicing your aircraft, our
experience is your advantage.
Discussing accidents
can be difficult and emo-
tional. None of us wants
to think these horrible
events can happen to us
and our families. By tak-
ing a factual and open-
minded approach (“I
do make dumb mistakes
sometimes…”), perhaps
we can modify our
approach to flying to
protect ourselves from
allowing one mistake to
cause an accident.
risk of getting too slow after such a descent.
First, whenever descending at a power
setting that would result in an unsafe speed
in level flight, keep your hand on the power
lever as a reminder that power will need to
be increased when leveling. Second, when
the “1,000 FT above” alert is issued by the Authorized Dealer: PA, OH, MD, DC, WV,VA, NC, SC, KY, TN
altitude-alerting system, use that as a cue
to touch the power lever and check that the Factory Service Centers: Baltimore Metro Area (DMW)
Charlotte Metro Area (UZA)
power is set properly for the level-off.

We also discussed two other accidents %MVGVEJX7EPIWˆ7IVZMGIˆ1EREKIQIRXˆ&VSOIVEKIˆ%GUYMWMXMSRˆ*&37IVZMGIW

for which you can review the raw data

FA L L 2 0 1 4 I P OPA M AG A Z I N E I 49
 TRAVEL AROUND THE WORLD

AIR JOURNEY’S
AMAZING
FLIGHT
AROUND THE WORLD IT’S A 76-DAY, 25,000NM JOURNEY THAT TAKES YOU AND YOUR AIRPLANE TO

N
27 COUNTRIES AND 36 TOTAL DESTINATIONS. QBy Jodi Ann Cody

early a century and a half ago, author Jules Verne imagined that
a trip around the world could be done in as few as 80 days. Now,
thanks to Air Journey, you can fly your own airplane around the
world and still trim a few days from Verne’s legendary number.
“It’s something I’ve wanted to do for a very long time,” said Air
Journey’s Thierry Pouille. “Take people around the world.”
So at the Sun ‘n’ Fun Fly-In in 2007, Pouille offered the trip for the
first time. “At the time I remember wondering if I was crazy. Then I started asking people to
put down a $5,000 deposit, and I came back with $50,000 in my pocket.”
Since that time, interest in piloting oneself around the world has grown, and Air Journey’s
Round the World trip sells almost strictly by word of mouth.
“It’s just one of those things that’s a once-in-a-lifetime opportunity,” pilot Steve Walenz said
about the trip. “You just do it.”
He took his wife Judy and son Brian and flew around the world with Air Journey. His
TBM sports a flag decal from every country he visited, but his favorite was Egypt. “I loved
seeing the pyramids,” Walenz said. “It’s the place where civilization began.”
Pouille’s route around the world is similar in many ways to the path described by Verne,
with adventurers leaving the east coast of North America (Quebec City, Canada, to be exact)
and traveling across the Atlantic to Europe. After spending the first 18 days there, the group
heads south to the Mediterranean Sea with stops at Marrakesh, Malta and Santorini. Next
comes the Middle East, with visits Saudi Arabia, Bahrain and Dubai.

FA L L 2 0 1 4 I P OPA M AG A Z I N E I 51
Air Journeyy

The subcontinent is next with stops in A concierge travels a day or two ahead
India and Thailand then on to Malaysia, Jules Verne would of the group to insure that hotels and ac-
Singapore, Indonesia, Bali, Cambodia, have undoubtedly been tivities are as advertised and acceptable to
Laos and Vietnam. The group then turns Air Journey’s requirements. On a recent
north to Hong Kong, Taipei, South Korea impressed with Air trip, the concierge gave a hotel room the
and finally Japan. The last leg crosses part Journey’s technology white-glove test, and it came up short.
of Russia and the Kamchatka Peninsula After she pointed out the room’s deficien-
and ends in Seattle, completing the 76 along the way. Each pilot cies, the hotel changed out the carpet and
days of Air Journey’s offering. carries an iPad that has steam-cleaned the room. The concierge
While flying is an important part of
the mission, it isn’t everything. The group
been loaded with the met the group at the airport the next day,
and no one was ever the wiser that there
spends two to three days in almost every day’s details, the SID, had been an issue with one of the rooms.
location, resting, recreating and sightsee-
ing. Air Journey arranges the finest re-
the STAR, the expected Air Journey also spends a lot of time
personalizing the trip for each airplane.
sorts and hotels along the way. Gourmet approach, the weather For example, on one trip, a client was an
restaurants are the bill of fare, and there’s
always time to take it easy.
and the likely routings. avid ice skater so Pouille and the con-
cierge arranged visits to ice rinks along
The success of these trips around the and serves as a clearinghouse for weather the way all the way around the world.
world is not left to chance. Air Jour- updates or unexpected circumstances “It’s the coolest thing I’ve ever done,”
ney operates a journey headquarters in that pop up along the way. Pouille stays in said Citation Mustang pilot Doug Arm-
Florida which tracks the group’s progress constant contact. strong, who made the trip two years ago

52 I POPA M AG A Z I N E I FA L L 2 0 1 4
 Air
i Journey
Jou neyy
with his wife and three kids. Everyone He had heard a lot of the excuses people use
had specific jobs to make the trip success- to cheat themselves out of the 25,000nm
ful, from packing to readying the aircraft ultimate around-the-world trip: “I can’t be
for each leg. Thirteen-year old Megan away from my business that long,” or “I’m
Armstrong became a master of the right not going to live out of just one suitcase.”
seat, easily handling instrument clear- But when he sold his businesses, Armstrong
ances and frequency changes after only said he could find no real reason not to
about a week of experience. pack a single suitcase and go. “I don’t think
Jules Verne would have undoubtedly anyone cared what they were wearing after
been impressed with Air Journey’s tech- the first week,” Armstrong said.
nology along the way. Each pilot carries an “You need to be at the top of your game,”
iPad that has been loaded with the day’s Armstrong added. “If you’re not, take an
details, the SID, the STAR, the expected experienced co-pilot from Air Journey.”
approach, the weather and the likely rout- The company even makes their Cessna
ings. And because of the limited avail- Mustang available along the way for pilots
ability of 100LL Av Gas along the way, Air who would like to fly a leg or two and
Journey’s Round the World trip is limited build some jet time.
to jets, turboprop or pure jet. Trips around the world are not without
Flying around the world had
been on Armstrong’s radar for some
time, but it was not something he
imagined in his immediate future.

FA L L 2 0 1 4 I P OPA M AG A Z I N E I 53
Air Journey

their warts. Occasionally a plane has a me- every country,” Walenz said. “And trying to now,” Armstrong said with some pride.
chanical issue, but Air Journey is experience understand the controllers over Pakistan “There was a lot of satisfaction in flying
at arranging service and support from the was a big challenge. When we got over to the airplane in places like Japan and Rus-
major airframe and engine manufactures Hong Kong, I thought we’d died and gone sia. It’s the kind of flying that 95 percent
around the globe. Parts are overnighted, back to the United Sates. We had Ameri- of pilots don’t get to do. You could throw a
and the aircraft continues on its way. can controllers! I do a lot of flying in the dart at a calendar and pick any day on that
Sometimes weather can be an issue. Caribbean, and that’s international. But it trip and I could tell you stories from that
“We’re flying for our own enjoyment, so was definitely challenging sometimes, and day. I have a story from every single day.
there’s no sense in scaring ourselves by the Air Journey guys are real pros.” It’s by far the coolest thing I’ve ever done!”
flying into harm’s way,” Pouille said. If To say that there are only few giggles “It was just a blast,” Walenz said. “The
anyone on the journey is uncomfortable along the way would be unfair. “We went whole trip was way above expectations. It
with the weather, the flight is scrubbed to this place in Thailand where they have was just fantastic, one of those deals you
for the day or until bluer skies prevail. fish that eat the dead skin off your feet. do once in a lifetime!”
Air Journey handles most everything That was probably the craziest thing I’ve The next trip is scheduled May 11
for the client pilot. In addition to the pre- ever done in my life. It tickled my feet so through July 23, 2015. For more informa-
flight briefings and flight planning, they much it was unbelievable!” Walenz said. tion visit AirJourney.com
wade through the mound of paperwork “Most little kids don’t get out of their
from the 27 different countries enroute. home towns, but my kids have been all
“The regs are about the same every- around the world and done all this amaz-
where, but the paperwork is different in ing stuff. Their aperture is wide open

54 I P OPA M AG A Z I NE I FA L L 2 0 1 4
 Left to Right: Charlie Huggins, Pilot, and Bob Wilson, President and Founder of Wilson Air Center

SECOND TIME’S A CHARM

with the Garmin G600 New Perspective TM

Glass Cockpit Retrofit for the PC-12

"I have known Pat Epps and the family for many years
and I am familiar with how they treat customers like
myself. Epps has a great maintenance and avionics
department. We elected to upgrade SN 224 with the
Pilatus STC for dual Garmin 600s. I added dual GTN
750s during our 100 hour/annual and hot section
inspection on the PT6. Epps delivered my aircraft on
time and without squawks. They were very responsive
to my wishes and discussions on options with the
upgrade. It has been a pleasure to do business with
the entire Epps family and their employees. By the way,
I do have Pat’s cell number if anyone wants it.”
Contact Mike LaConto, Avionics Sales Manager,
for your customized configuration, pricing - Bob Wilson, President and Founder
and availability. Wilson Air Center

770-458-9851  eppsaviation.com  PDK - Atlanta

PIL ATUS PC-12 SALES & SERVICE CENTER  NEW & PRE-OWNED  BROKERAGE & ACQUISITION SERVICES
...N
NOTHING
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LIKE
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SIMULATOR
IMULATOR T
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RAININ
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It takes you beyond the realm of checklists
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nce off
and procedures and delivers the confidence
knowing
owing you’ve mastered the unexpected.

Vis www.simulator.com to see a video describing

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