1up popa winter'13 agb - pilatus owners ops lessons in torque prist ... anais pouille, 1+...

W I N T E R 2 0 1 2 P O P A M A G A Z I N E 1

ARE YOU FLYING THE RIGHT AIRPLANE?

P I L AT U S O W N E R S A N D P I L O T S A S S O C I AT I O N W I N T E R 2 0 1 3

THE LAST THREE MINUTESApproaching approaches

6PRO TIPS

FOR BETTER TAKEOFFS

FLYING FOR WILD

MUSTANGSAmerica’s most famous horses

ENGINE OPSLessons in torque

PRISTEverything you

want to know about this fuel additive

PLUS

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Phoenix Aviation Managers, Starr Aviation, Allianz Aviation, QBE Aviation and USAIG,

maintain aviation underwriting facilities within minutes of our metro-Atlanta headquarters,

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CONTENTSPILATUS OWNERS AND PILOTS ASSOCIATION • WINTER 2013 • VOLUME 15, ISSUE 4

4 I P O P A M A G A Z I N E I W I N T E R 2 0 1 3

DEPARTMENTS

6 FROM THE PRESIDENT

8 NEW & NOTABLE

12 ONBOARD LADIES CORNER

26 USING TYPE II, III AND IV ANTI-ICING FLUIDS Knowing the product can help you get going faster. BY RAY TORRES

38 MAKE IT AND TAKE IT All-Star Texas chef Jennifer Schaertl demonstrates how to overcome the biggest preparation challenges.

40 ENGINE OPS Learn more about making torque your friend. BY JOHN MORRIS

42 ASK LANCE TOLAND Be careful what you sign. BY LANCE TOLAND

46 MIPAD Enough about all the little tablet’s talents. Here’s a real world application for a trip down south across the border. BY JOHN D. RULEY

48 WEEKENDERS

54 TEST YOURSELF

FEATURES

14 COMPARE YOUR RIDE Here’s how the PC-12 stacks up against the competition. BY BILL COX

18 PRO TIPS FOR TAKEOFFS BY KEVIN GARRISON

22 THE LAST THREE MINUTES The fi nal few moments of any instrument approach can be the most critical. BY BUD CORBIN

28 THE FIRST NORTH AMERICAN MUSTANGS HAD HOOVES. The Pryor Mountain herd are direct DNA descendants of the horsepower that came to America with the Spanish conquistador Cortez in 1519. BY LYN FREEMAN

34 THE TRUTH ABOUT PRIST Keeping contamination catastrophes from crystallizing. BY JAMES WYNBRANDT

8 14 26 34

A6 I P O P A M A G A Z I N E I W I N T E R 2 0 1 3

From the President

Regarding POPA, aft er your board’s strategy session mid-2011, we are focused on keeping our information content relevant and informative and on expanding our message to reach more of the fl eet in order to have a greater impact on safety. Our membership numbers since mid-2011 are impressive with 70 net additional aircraft , from 250 to 320. Seventy-one aircraft have joined since the beginning of this year in response to our enhanced marketing, fuel-discount program, increased pro pilot content, service-center endorsements and ef-forts to bring more international aircraft into POPA. We are very pleased that the Royal Flying Doctor Service – Western Ops from Australia recently joined, adding 14 a/c and 12 pro pilots. Pilatus has just received orders for 18 PC-12/47Es uniquely modifi ed for special ops transportation in Afghanistan and another from the Texas Department of Public Safety for drug-enforcement operations. Th e PC-12 continues to shine, due its unique niche encompassing speed and payload on its very strong and versatile platform. It is axiomatic that pilots can never have enough quality training. However, training is generally limited to fl ying in the comfort of the fl ight envelope. Pilots are not required to have spin training or tail wheel experience to hold a valid license, yet the stick-and-rudder skills learned in these endeavors may someday be a lifesaver

and are well worth acquiring. I have been enjoying fl ying an NG for the past three and a half years. However, the database update process has been arduous and time-consuming and, in my opin-ion, the only defi ciency with the NG. Th e NG has an excellent fl ight-management system scaled down from a larger platform originally designed for a fl ight depart-ment. As a result, the NG inherited a database-update process that was not optimized for the owner/pilot. Pilatus, Honeywell and Jeppesen have been working on several fi xes to this vexing problem. I have recently beta-tested the most recent JSUM download and data format fi x, and the upload process for the Americas’ charts and navigation databases took less than 20 minutes. Th is is a dramatic improvement, and the revised process should be released to the fl eet by the time you receive this issue. As most of you know, next year’s convention, POPA 17, will be in Monterey, Calif., May 30- June 1. Our convention will be at the Monterey Hyatt (Monterey.Hyatt.com) and our FBO host at the Monterey Airport (KMRY) will be Del Monte Aviation (DMA.mry.com). Make sure to mark your calendars and plan to join us.

“POPA … We Elevate the Pilatus Experience”

The PC-12 continues to shine, due its unique niche encompass-ing speed and payload on its very strong and versatile platform.

As your president, I attended the Pilatus regional operators conference (ROC) on Sept. 18 in Olathe, Kan., to provide an update on POPA. Pilatus, PiBAL, Honeywell and Pratt & Whitney were well represented at the ROC and continue their strong support for the PC-12. Th e presentations and offl ine conversations were very useful and made attending this year’s ROC well worth the time. Th e ROCs diff er from our annual convention, as they are a one-day session with a more technical agenda.

WINTER 2013 VOLUME 15/NUMBER 4

POPA BOARD

EXECUTIVE DIRECTORLaura Mason

Phone: 520.299.7485Fax: 520.844.6161 Cell: 520.907.6976

[email protected]

PRESIDENTPete Welles

VICE PRESIDENTJoe Howley

SECRETARY/TREASURERBrian Cleary

BOARD MEMBERSJack LongDan Muller

BOARD ADVISORSTy Carter

Bob MacLeanPhil Winters

Piotr “Pete” Wolak

AJ PUBLICATIONS STAFF

EDITOR-IN-CHIEFLyn Freeman

MANAGING EDITORMichelle Carter

SENIOR EDITORBill Cox

ASSOCIATE EDITORHans Lubke

EDITORIAL ASSISTANTSWilliam Henrys

CONTRIBUTING EDITORSNina Harris, Paul Simington, Katrina Bradelaw,

Paul Sanchez, Wayne Rash Jr.

ART DIRECTORRobbie Destocki

PHOTOGRAPHYPaul Bowen, Mary Schwinn,

James Lawrence, Lyn Freeman, Jodi Butler, Gregory L. Harris

PUBLISHERThierry Pouille

ASSOCIATE PUBLISHERSophie Pouille

PRODUCTION MANAGER, U.S.Guillaume Fabry

ADVERTISING SALESThierry Pouille, +1 561.452.1225

AD SALES COORDINATORAnais Pouille, 1+ 561.841.1551

CORPORATE OFFICES1931 Commerce Lane, Suite 5

Jupiter, Florida 33458Telephone: (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]

©2012 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.

W I N T E R 2 0 1 3 I P O P A M A G A Z I N E I 7

Think GlobalHow would you like to have a GPS that sees 24 more satellites than any other portable? Th e new Garmin GLO is the fi rst handheld to process both the American GPS satellite signals and signals from the competing Russian GLONASS system of navigation. Th at talent allows the GLO to “lock on” to satellites about 20 percent faster than its less capable competitors. And because of its ability to see twice the number of satellites, the Garmin GLO oft en does a better job in challenging environments like deep canyons or urban areas where a large portion of the sky is blocked by solid objects. Th e GLO connects to your Ap-ple or Android mobile devices via Bluetooth and comes with a 12-hour battery. Buy it now and get a mount, a power cable and a free six-month trial of Garmin Pilot. Find the GLO at Garmin.com.

Picture ThisYou may have experimented with small cockpit cameras, only to fi nd the darned things aren’t always pointed at where the action is. How about a digital HD camera that records the sounds and sights of everything you look at during a fl ight? Th e new Video Recording Sunglasses from Hammacher Schlemmer can hold up to four hours of video. A small pinhole-size lens in the bridge of the glasses sees a wide 72-degree angle at 35 frames a second, while a built-in microphone records all the sound. Th e sunglasses and its components are water resistant, and the lenses are impact resistant. It comes with a lifetime guarantee, and the whole thing weighs just over an ounce

to ensure comfort. Learn all the details at Hammacher.com.


New Products

IT’S THE GROOVESIt didn’t use to be that unusual. Aircraft like the

Ford Trimotor, the Thorp T-211, the Junkers and

others used corrugated aluminum to enhance

the plane’s strength and stability. Since 1937,

Rimowa has used the same basic principle to

make some of the most capable luggage in the

world. You may have seen the classic Junkers

JU52 touring the United States and Canada

recently, but what you should really see is the

luggage. A product of German engineering, the

full line of Rimowa aluminum suitcases is great

when you have precious cargo. See the suitcases

at Rimowa.com.

SONY’S HANDY NEW HANDYCAMSome would argue that the cell phone has put videography back a thou-sand years. The nearly ubiquitous little smart phones have shot countless hours of video, bringing the sales of dedicated video cameras to a com-parative standstill. But for those of you who want to record the world more succinctly, the new Sony NEX-VG900E is talented enough to please the pros, but simple enough to enhance the work of even the rank amateur. Even better, the versatile new camera will also shoot 24.3 megapixel stills, making this newest Handycam nearly essential for the serious photogra-pher. The NEX-VG900E features interchangeable lenses including the new 18-200mm power zoom and the F3.5-6.3 (Optical Steadyshot) lens. Sony has scheduled the release of this new powerhouse for November, just in time for the holidays. Head to Store.Sony.com/NEX.

what pilots see when they dream.

Step into an entirely larger world of possibilities with the Pilatus PC-12 NG

Call 1.800.PILATUS | PC-12RightNow.com


STAND-ALONE ADS-B & WAAS GPTh e iLevel, from Level Technol-ogy, combines data from a number of sources into the palm of your hand. Armed with a charge from its onboard solar panels, the iLevel captures Flight Information Services-Broadcast (FIS-B) for real time weather plus METAR, TAF and NOTAMs, etc. It also reads Traffi c Information Broadcasts (TIS-B) to re-ceive aircraft location information from ground-based ADS-B transmitters. Ad-ditionally, the iLevel displays Air-to-Air Traffi c on 978 MHz from other ADS-B “out” equipped aircraft . Bluetooth WiFi capability puts the data onto the mobile device of your choice. Read all the information at Aviation.Level.com.

There’s not much debate over what you need to do to your aircraft

when it’s idle on the ground. The only question is how easy you’d like to make it when you button ‘er up. Meet the seven-piece ground support component kit from Big Bike Parts. A sturdy mess bag holds a pair of exhaust covers with prop slings for the four-bladed Hartzell, a pair of pitot tube covers, a pair of dual static port plugs with side-to-side interconnect, a pair of NAXCA inlet plugs, an air inlet plug with a leash to interconnect to the NACA plug and a set of tow pins with a leash to interconnect to the air inlet plug. Find out more or order from BigBikeParts.com.

IPAD PILOT BAGThe Apple iPad has jumped

onto the minimum equip-

ment list for many pilots. Now

there’s an easy way to mount

your tablet right where you

need it, thanks to the folks at

Sporty’s. The unit covers your

iPad for protection but unfolds

to reveal zipper pockets and

storage options when you’re

prefl ight planning or getting

ready to start up. See it at

Sportys.com.

EYE WANT ITNo other company we know of puts all its eff ort into making a line of high-end sunglasses exclusively for pilots. Scheyden Precision Eyewear features a full dozen-plus glasses that are designed to enhance every cockpit experience. The lenses are made of crystal clear mineral glass or space-age high clarity CR39 plastic and remove 100 percent of both UVA and UVB. The shiny composite frame ends in metal and adjusts over the temples to assure the glasses fi t neatly under your headsets. Scheyden sunglasses come with a three-year warranty and are also available with prescription lenses. See the entire line of glasses at Scheyden.com.

GET GROUNDED

By Ted Otto


FALL 2012 QUESTIONS AND ANSWERSQuestion #1: What is the range of the lightning sensor system and how often does is update?

Question #1 Answer: Lightning sensors systems distance is up to 200 miles. Strikes are updated every two seconds.

Question #2: CAS caution (AP hold LH wing DN) means what?

Question #2 Answer: AP Hold LH wings down means roll miss trim monitor detects excessive roll forces over an excessive time period.

Question #3: How many waypoints can we install in a FMS fl ight plan?

Question #3 Answer: We are only allowed to place 100 waypoints in each fl ight plan.

Question #4: What are the stages of extended storage of the PC-12?

Question #4 Answer: Stage 1 (up to seven days); Stage 2 (seven to 30 days); Stage 3 (30 to 90 days); Stage 4 (more than 90 days). Items to be completed for each stage can be found in the Handling, Service and Maintenance section of the POH.

SPRING 2013 QUESTIONS1. What is considered a fl ap cycle and what are the limits?

2. How does the POH describe severe icing conditions?

3. How many ways are we able to utilize the page function in the FMS?

4. What is “SHOT PEENED” and does your aircraft have this feature?

Q&A


OnBoard LADIES CORNER

Smart TravelerEagleCreek Hovercraft 22-inch

You can fi t up to four of these light-weight suitcases in the PC-12 that are sturdily built and expandable. An added bonus, they come with an unconditional lifetime warranty. This is the perfect suitcase for practi-cal traveling. EagleCreek.com

Bobbi Brown Tinted MoisturizerThis 3-in-1 moistur-izer hydrates and protects skin while offering sheer, natural-looking coverage that blends smoothly. This lightweight formula glides on easily and leaves skin feeling soft and supple. Ideal for normal and dry skin types

Longchamp’s “Le Pliage” Travel BagPlan on doing some shopping on your trip? Pack this foldable water-resistant tote in your suitcase for those extra souveniers you pick up along the way. This large tote comes in many colors to choose from.Longchamp.com

Evian Facial SprayCarry a bottle of Evian Facial Spray for a quick fresher-upper during the fl ight or when you land. Just a spritz and your skin instantly absorbs the millions of tiny microdroplets leaving you feeling awake! Perfect for all skin types.Evian.com

Oliver Peoples De La C Sunglasses Oliver Peoples has many different styles that offer stylish protection from the sun. The perfect pair for covering your eyes after a long fl ight, they are handcrafted of rounded plastic and feature thick, contoured temples. Sized to fl atter most faces, this frame is available in classic colors with either solid polarized or gradient lens options. OliverPeoples.com

Mophie Juice Pack AirThe juice pack air is a rechargeable external battery concealed inside of a protective form-fi tting case for the iPhone 4 offers twice the battery life of the iPhone alone, in an ultra-thin, light-weight, low-profi le design. Mophie.com

Elizabeth Arden 8-Hour MoisturizerA perfect compan-ion to the original classic and just what the body needs. This fast-ab-sorbing moisturizing treatment saturates deeply and moistur-izes intensely and helps to reverse skin dryness and fl aking. ElizabethArden.com

Medjet AppConcerned about health on the road? This free app stores health records, key contacts and instructions on what to do for different injuries.

Cut the Rope Cut the rope to feed the monster. This fun game is perfect for pass-ing time in the plane.

Skype AppStay connected with friends and family for free while traveling.

HOT APPS Available at your AppStore.The Amazon KindleThis affordable, lightweight e-reader is a must with its glare-free e-ink screen allowing for easy reading in the plane or in any light.Amazon.com

BBTMTip

Ol P pl De La C

er-

BobbiBrownCosmetics.com

COMPARE Are you fl ying the right airplane? BY BUD CORBIN

COMPARE YOUR RIDE

O P E R A T I N G E C O N O M I C S

HERE’S HOW THE PC-12 STACKS UP AGAINST THE COMPETITION. By Bill Cox


YOUR RIDE

If single-engine turboprops seem all the rage these days, it’s not hard to understand why. Th e price of admission may not be that much less than for a light twin jet, but the operating eco-nomics make eminently more sense. Not so many years ago, everyone thought Very Light Jets would be aviation’s wave of the fu-ture, but it hasn’t turned out that way. What was proposed as a class of at least half-a-dozen VLJs at the dawn of the new millennium has been whittled down to one certifi ed model, the Total Eclipse 500 (soon to be replaced by the Eclipse 550). Th e Piper Altaire, Adam A700, Viper,

Maverick, Paris Jet and a handful of others have all fallen by the wayside, and a few of the smaller jets that have been certifi ed – the Cessna Mustang and Embraer Phenom 100– are more accurately light jets, still too large and pricey to be categorized as “very light” anything.


Operating Economics

A few models remain to be certifi ed, and again, they’re not all in the VLJ class. Th e Honda Jet, scheduled for production in 2013, is a legitimate light jet that will sell for well over $4.5 million. Nothing light about that. Only the upcoming Cirrus Vision and the Diamond D-Jet are proposed at prices below $2.5 million and, as we mentioned, they’re not yet certifi ed, so no one can predict if that price point will hold. Single-engine turboprops may be more cor-rectly the coming thing. Compare fuel burn and maintenance of one turboprop engine to that of two pure turbines, and you can appreciate why some discriminating aviators gravitate toward a propeller-driven single. It’s also relevant that some modern, single turboprops off er nearly the

er’s Kestrel, the homebuilt Epic LT and Ken Keith’s Extra 500 (already certifi ed overseas) and several others. Th e three certifi ed air-planes above comprise the primary corporate competition. Th e goals of those three models have been defi ned very diff erently, however. While the Meridian is by far the least expensive and the TBM-850 is the fastest, the Pilatus PC-12 takes the prize as the largest, and arguably, the most adaptable to a variety of missions. It can be fi tted with a maximum of 11 seats or the aft cabin may be quick-changed to myriad confi gurations to accept people and/or large quantities of cargo. Th e other two single prop-jets must make do with six seats, though the TBM off ers an optional cargo door. Technically, full fuel payload on the Pilatus is an impressive 1,175 pounds, and those pounds need not be attached to people. Th e large cargo door at aft left will accept a forklift , so you can accommodate a variety of cargo packages as well as plenty of weight. One Silicon Valley executive uses his PC-12 for business during the week and then loads two dirt bikes in back, fl ies to the Sierra Nevada with his son and goes off -roading on weekends. In some respects, the PC-12 is in a whole diff erent class than the other single turboprops. It will carry more folks than many twin-engine propjets, and it’s faster than the Beech C90/F90 twins, the Cessna Conquest I and the Piper Cheyenne I and II. Th e Pilatus sports a cabin that’s about the same size as that of the Beech King Air 250. It’s also longer, notably wider and taller than the other two single-engine turboprops on the market. At 60 inches across and 58 inches tall, the PC-12 has nearly a foot more elbow and headroom than either the TBM-850 or the Me-ridian. In combination with at least 13 feet more fuselage, the walking-around room inside a Pila-tus is more reminiscent of an upscale corporate jet than a single turboprop. Flying a PC-12 is like aviating with your own luxury apartment right behind you. Of course, that’s part of what you’re pay-ing for. Th e Pilatus is about $1 million and $2 million more expensive than the TBM-850 and Meridian respectively. As with most corporate airplanes, you pay for every seat, regardless of whether you use them. Th e diff erence is the PC-12 has the capability of carrying nearly twice as many folks as the other two models, just another way to get your money’s worth. It seems anything Swiss is practically expected to manifest, well, Swiss engineer-ing, and the Pilatus doesn’t disappoint. Th e airplane is over-engineered, if that’s possible, built as strong as a missile silo, yet assembled with the characteristic Swiss precision of craft smen used to producing Rolex, Breitling and Omega watches. Th e workmanship and

same cruise performance as many older twin turboprops. Today, there are basically three production, single-engine, business jetprops certifi ed and available: Th e Swiss Pilatus PC-12NG, the French Daher-SOCATA TBM-850 and the Piper Meridian. (Actually, there’s at least one more, but it’s not normally regarded as a corporate transport. Cessna’s Grand Caravan has been on the market since 1985, but that airplane is more typically employed in the utility market. Th ere are also several turbine conversions and bush airplanes available, but we’re confi ning our analysis to new production machines.) A number of single propjets are under vari-ous stages of development — Alan Klapmei-


BASE PRICE

PC-12

TBM

MERIDIAN

$1M $2M $3M $4M

$3.368M

$4.465M

$2.133M

MAX CRUISE

PC-12

TBM

MERIDIAN

200 knots 300 knots 400 knots

320 knots

280 knots

260 knots

USEFUL LOAD

PC-12

TBM

MERIDIAN

1500 lbs. 3000 lbs. 4500 lbs.

2805 lbs.

4264 lbs.

1659 lbs.

RANGE

PC-12

TBM

MERIDIAN

750 nm 1750 nm 2500 nm

1520 nm

2261 nm

1000 nm

construction are nothing less than exquisite, utilizing the fi nest materials and assembled to a standard of precision befi tting a fl ying Bentley. Despite the Pilatus’s 3,000-pound heavier gross weight, it scores roughly the same or better takeoff and landing distances over the ubiquitous 50-foot obstacle than does the TBM or Meridian. Stall speed is about the same as the other two models (67 knots), and the electrically actuated, long-span Fowler fl aps occupy about the same 70-80 percent of the wing trailing edge, yet the Pilatus requires less runway. Go fi gure. Credit the airfoil. Operators report using unobstructed, 2,000-foot strips at sea level with reasonable margins, and 3,000-foot runways provide a fair clearance of those pesky 50-foot trees. Th at beats the competition by a comfortable margin. People don’t buy PC-12s specifi cally for short strips, it says here, though the Australian Royal Flying Doctor Service fl ies them all over the Outback as everything from portable operat-ing rooms to high-speed ambulances. Th e type is also popular in Canada where the Royal Canadian Mounted Police fl ies them into short, rugged bush runways. Under more normal conditions, PC-12s can launch from the ORDs and DFWs of the world and claw their way uphill at nearly 2,000 fpm. Th e P&W PT6A-67P is fl at-rated at 1,200 shp, but max thermodynamic power is 1,845 shaft . Th at means the 645-shaft hp diff erence can be available for high/hot departures or for high-altitude climb. Such a huge spread also translates to more power available for cruise at fl ight levels in the high 20s. In contrast, max thermo power on the Meridian is only 529 shp higher than the fl at rating, so high-altitude performance isn’t quite as enthusiastic. Cruise performance of the PC-12 is quite acceptable, even if it isn’t the fastest in the class. Owners of this type aircraft tend to use max cruise most of the time, and on the PC-12, that’s about 275 knots. Th at places the Pilatus well ahead of the Meridian and only slightly behind the TBM-850 and the upcoming single-engine jets. Fuel burn at FL280 is only 360 pounds/hr (54 gph), yet the Pilatus will arrive only about 15 minutes behind the TBM and very late jets (sic) on a 600 nm trip. With a full 2,693 pounds (402 gallons) of Jet A aboard, the Pilatus has 5.5 hours endurance plus reserve, even at max cruise. Th is enables over 1,500 nm of range, by far the best in the class. Come back on thrust a little, and you can extend that to as much as 1,800 nm at the airplane’s maximum RVSM altitude of FL300. Th e remaining question marks in the single turboprop and VLJ market are the status and performance of the two remaining jet candidates, Diamond’s D-Jet and the V-tailed,


Cirrus Vision. Both are fl ying in prototype form with one Williams FJ33 turbofan engine apiece, rated for 1,800 pounds of thrust. At this writing, those two pure-jet models are nearing certifi cation. Th ey’re projected to cruise at 320 knots and have max operating altitudes of FL280. Apparently, neither company will seek certifi cation in RVSM airspace above 29,000 feet. It’s unlikely the FAA would certify any

single-engine business jet above 29,000 feet, anyway. VLJs may be coming, but only one has ar-rived so far. No one can say if they’ll ever crowd the airways above 29,000 feet, as some folks predicted back in 2000. For the nonce, Socata’s single-engine Pilatus PC-12 continues to off er near-jet performance for near-piston twin oper-ating costs.

SPECIFICATIONS AND PERFORMANCE Pilatus PC-12/47E/NG Vs The Competition

All specifi cations and performance fi gures are drawn from offi cial sources, often the aircraft fl ight manual or the manufacturer’s web site. Another reliable source of information is Jane’s All-the-World’s Aircraft.

PILATUS PC-12/47E/NG

DAHER SOCATA TBM-850

PIPER MERIDIAN PA46-500TP

Avg Eqpd Prc-2012 (US$)

4.465M 3.368M 2.133M

Engine-make P&W P&W P&W

Engine-model PT6A-67P PT6A-66D PT6A-42A

Shaft HP- TO 1200 700 500

Shaft HP-Max 1200 850 500

Fuel type Jet Jet Jet

Landing gear type Tri/Retr Tri/Retr Tri/Retr

Ramp weight (lbs) 10,494 7430 5134

Max TO weight (lbs) 10,450 7394 5092

Max Ldg weight (lbs) 9920 7024 5092

Empty weight (lbs) 6186 4589 3433

Useful load–(lbs) 4264 2805 1659

Usable fuel–(gal/lbs) 402/2693 291/1950 170/1139

Payload–full fuel (lbs) 1571 855 520

Wingspan 53’ 5” 41’ 7” 43’

Overall length 47’ 3” 34’ 11” 29’ 7”

Height 14’ 14’ 3” 11’ 4”

Wing Aspect Ratio 10.6 8.9 10.3

Wing area (sq ft) 277.8 193.75 183

Wing ldg (lbs/sq ft) 37.6 38.16 27.82

Power ldg (lbs/hp) 8.92 9.48 10.2

Press Diff (psi) 5.8 6.2 5.5

Seating capacity 11 6/7 6

Cabin doors 2 1 1

Cabin width (in) 60 48 48.5

Cabin height (in) 58 48 45

PERFORMANCE

Max cruise speed (kts) 280 320* 260

Best ROC, SL (fpm) 1575 2380 1556

Max Altitude (ft) FL300 FL310 FL300

Stall (Vso – kts) 67 65 69

TO over 50 ft (ft) 2650 2845 2440

Ldg over 50 ft (ft) 1830 2435 2110

*@FL260

S U C C E S S F U L T A K E O F F S

You can fl y without landing prop-erly but you can’t fl y without performing a successful takeoff . Th e art of leaving the ground in one piece is oft en overlooked by pilots, but it is the most impor-tant and one of the most stressful

things you and your aircraft do. Aircraft taking off use maximum power, very close to the ground and in an environment rife with the potential of foreign object damage. Once airborne, you are fl ying at a speed much closer to stall than you are fl ying at cruise; you are in a crowded envi-ronment with other aircraft ; and you have to make quite a few important decisions in a very short time. Here are six hard-earned tips I can give you to make your takeoff s equal your landings.

ONE: YOU DON’T HAVE TO GO!Landings are mandatory; takeoff s are not. Th e 2010 Nall Report (named for Joseph T. Nall, an avid air safety investigator and NTSB member who died in an aircraft accident in Venezuela in 1989), a safety summary published by the AOPA Air Safety Foundation, re-corded 153 takeoff accidents for the year. While this number has been dropping in recent times, I think you will agree with me that there would have been no takeoff accidents at all if each and every one of those 153 pilots had elected to cancel his or her takeoff . Of course, airplanes are made to takeoff and fl y. Ultimately there is no way to guess which ones will go smoothly and which ones will become a notation in a yearly air safety report, but you can improve your odds signifi cantly.

PRO TIPS FORTAKEOFFS

By Kevin Garrison

“It’s always better to be down on the ground wishing you were up in the air than up in the air wishing you were down on the ground.” Unknown Pilot



Successful Takeoffs

When in doubt about the weather, your aircraft ’s performance or your ability to handle the fl ight, there is no shame in back-ing down and fl ying another day. Some of the very best takeoff s in your life will be the ones you don’t attempt.

TWO: REMEMBER THE SIX PS — PRIOR PERFORMANCE PLANNING PREVENTS PATHETICALLY POOR PERFORMANCERight aft er takeoff is the wrong time to fi nd out you did your weight-and-balance wrong or miscalculated your bird’s takeoff perfor-mance. Aft er takeoff climb, performance can also be a worry for you if are leaving a moun-tain airport or are operating at a high-density altitude. Many DPs (departure procedures) specify minimum-climb rates and have alti-tude restrictions at various waypoints. Make sure you can achieve them or tell ATC you can’t before you accept the clearance. Other performance issues that should be on your mind are precipitation, ice and snow and possible runway contamination. Takeoff numbers in your POH are predicated on a clean runway and a standard day.

THREE: YOU CAN’T TAKE OFF IF YOU DON’T GET TO THE RUNWAY SAFELY.Taxi charts are always more useful to you if you can see them when you need them. If you are told by Ground Control to “taxi two-seven left via the inner, wedge, cargo. Hold short of

two-seven right at Tango Th ree and contact tower,” (old Chicago O’Hare taxi clearance) it is nice to have the chart in front of you. Controllers working in busy airports always say they would be happy to give you a progres-sive taxi, but I don’t think they mean it. Th ere’s no excuse in today’s environment, with all the publications and electronic toys available, for not knowing where you are going on the airport. Very few fatal collisions between aircraft happen during taxi, but a whole lot of expen-sive non-lethal ones do. Aircraft -to-aircraft or aircraft -to-ground service equipment accidents are more frequent than the statistics show because many of them go unreported. When you do have the taxi chart on your knee or on some sort of electronic screen at the ready, please remember to stop taxiing before you spend a lot of time with your head down reading it. On two-person fl ight crews, the non-taxiing pilot reads the chart. Even though you may be fl ying single-pilot, your right-seater may be of some value. On a single-pilot aircraft , reading a taxi chart while moving is as dangerous as a 16-year-old texting and singing while driving.

FOUR: BELTS, SEATS AND PEDALSI got in the habit a long time ago of jiggling in my seat just before takeoff so I could be sure my seat wasn’t going to make a run for the aft end of the airplane when I applied the power. Th is has happened to me once in a Cardinal

RG and once in a DC-9. Both times I was lucky. Somebody was sitting in the right seat ready to take over the controls and save the day. I am sure I have looked silly to various co-pilots, engineers and passengers over the years as I give my seat a hard wiggle, but pilots fl ying backwards away from fl ight controls during takeoff s aren’t having any fun. Quite a few pilots like to be casual and keep their seats far enough back that, if they needed to use full throw on their rudder pedals or full braking, they wouldn’t be able to. Don’t be shy. Make sure you can reach and use those pedals. Seatbelts and shoulder-harness use ought to be routine for everybody by now, but you’d be surprised how many pilots don’t use the harnesses. A rough aborted takeoff is easier for you personally to recover from if your face isn’t broken. Make shoulder harnesses part of your pre-takeoff and pre-approach checks, and your adoring public will thank you.

FIVE: DON’T BE THE “WEATHER SHIP.”Th ere are days when you wonder if you should be fl ying at all. Weather can be terrible; wind can be harsh; and light rain can turn into light freezing rain a few hundred feet up. If you are worried at all about the conditions for your takeoff , and there are those in the takeoff line more eager than you to try things out, let them. Professional pilots call the aircraft car-rying these intrepid pilots the “weather ship.” When worried about the ride around a bunch of thunderstorms in the terminal area why not let them try it fi rst, and if they can, report back to you and ATC? Many times you will feel foolish and cowardly, but on other occasions you’ll feel vindicated when you hear, “Tower, don’t send anybody else through here – severe turbu-lence, lightning and very heavy rain…argh!”

SIX: ENJOY THE RIDEWith all this talk of safety hazards, pitfalls and pilots wiggling their butts, we should not miss the point that almost every takeoff goes fl aw-lessly. Th e power does not falter; the winds don’t blow in and smite you; wake turbulence is successfully avoided; and your aircraft performs like a homesick angel. Enjoy the fact that you are living in an age in which fl ight is not only possible but is fairly easy. You are one of the few people living on earth able to combine a beautiful piece of machinery, a strip of pavement, grass or water along with some air — and go fl ying. Any aircraft , from the oldest Cessna 150 to the newest Boeing 787, begins to make the magic happen only when a savvy pilot like you rolls it onto the active and pushes the power up.Kevin Garrison is a retired airline captain from a major carrier.

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THE FINAL FEW MOMENTS OF ANY INSTRUMENT APPROACH CAN BE THE MOST CRITICAL. By Bud Corbin

THE LASTTHREE MINUTES

O N A P P R O A C H

Th e time zones were on my side, but the wind and weather weren’t. Ice started just east of Narsarsuaq and continued most of the way to Sept-Iles. I was tired as I watched the airplane’s strobes refl ect off the clouds, reminding me to turn them off . Somewhere ahead and below, eight nm and 2,000 feet according to the instruments, relief waited in the murk. I turned onto the fi nal approach course off the DME arc, the fi rst one I’d ever shot, descended to pick up the ILS and listened to the whoop-whoop of the outer marker three miles from the runway. I dropped the wheels, slowed to 100 knots and pulled off three inches of power to start the fi nal descent. I chased the needles down the ILS toward the 6,500-foot runway, hoping against hope that the weather would be kind and grant me an easier task than the Cheyenne that had just missed the approach. Yes and no. I broke out of a ragged overcast in light rain at 500 feet, grateful to spot the runway lights straight ahead. Th e landing was uneventful and, as I taxied clear of the active, the sarcastic controller asked if I’d passed the outer market yet. He’d cleared me to land, but I’d forgotten to report passing the beacon, forgotten to turn the strobes back on and failed to time the approach. Dumb times three. Th ings can become very busy during an instru-

ment approach, and it’s no time to be distracted by ic-ing conditions, dreams of a good steak or the comfort of a warm hotel. For most pilots, that last three minutes from the outer marker or VOR to the airport can be the most critical part of the fl ight, especially if you’re fl ying single-pilot IFR in a complex single or twin. Th e very sophistication that allows aviating eff ortlessly from Centerville to Bigtown can seduce a pilot into com-placency when it’s time to fl y the approach at the end of the leg. Problem is, it’s tough to make a reasonable IFR ap-proach if you’re not set up for it in advance. Prepara-tion is far more important in IFR than in VFR if only because the consequences of a missed approach may be more critical than of a VFR go-around. Too many times, pilots get behind the airplane on an instrument approach and, once that happens, it can be almost impossible to catch up. We’ve all been there. Too much to do and not enough time to do it. It’s bad enough when you’re approaching in soft IFR, but add hard turbulence and icing and the task can seem nearly impossible. I was typical when I was training for my IFR rating sometime in the last century. I knew the simplest trick was to slow the airplane as much as feasible. Most

I’d left the 1984 Hanover Air Show in Hanover, Germany, late the previous day and managed to make it to Reykja-vik, Iceland, for the overnight. Th en, I’d launched early the next morning in the new Piper Aerostar 700, headed for Narsarsuaq, Greenland, and eventually, back to Vero Beach. I refueled in Greenland, continued to Goose Bay, Labrador, Canada, topped off again and fi nally lift ed off

for the short, two-hour hop to an overnight in Sept-Iles, Quebec.



pilots tend to fl y approaches too fast, and it’s not surprising that they feel rushed — because they are.

Or are they? In my case, my Bellanca could easily fl y the approach at 75 knots and still retain a 1.4 Vso margin. I was using 85 knots, building in an extra 10-knot pad that I didn’t need. If I slowed the approach speed to 75 knots on a typical ILS, I’d have an extra 40 seconds to stabilize the approach and make certain everything was in place for the landing. (Later, when I stepped up to 90-100 knot approaches in turboprops, I was better prepared for the shorter time between FAF and MAP.) My instructor, Gary Meermans, then a 747 check pilot for United, suggested I try a little exercise to see if I was really as rushed as I thought. He suggested I list every move I’d make from the outer marker to spotting the runway at minimums. Here’s the list I came up with, more or less in sequence.

Gary checked my list, agreed with most of it, but then suggested I pencil in the approximate time to perform each task, being generous with the time involved. When I was done, I was stunned to fi nd that the total time wasn’t even close to three minutes. It was more like a minute-and-a-half, and it was far from busy. Gary also commented that I’d listed several items that were more properly part of the pre-landing checklist. I could complete those well before I reached the outer marker: Extending the gear, turning on the pump and selecting carb heat. (Some pilots of retractables like to set power and use the wheels as a speed brake that will start them downhill at the appropriate descent rate without a power reduction. Th e pump and carb heat are obvi-ously unnecessary in turbines.) Gary suggested the list breaks down to the traditional Seven Ts that instructors have preached for years: Time, turn, tach, trim, track, tune and talk. We’ll leave it to folks such as Machado and Kershner to instruct on the proper sequence and execution of the Seven Ts. When I complained that I still felt too busy during that last three minutes, Gary said I might give myself more time for the approach if I asked the controller for a longer turn-on. Th is may not always work at busy airports where traffi c is heavy, but if you’re lucky, the controller may be able to sequence you to an approach clearance six or seven miles from the FAF rather than the more typical three or four miles. I tried that, and it worked reasonably well, though Gary was right

that controllers were reluctant to grant such requests. Whether you’re fl ying a precision ILS or a looser NDB procedure, you’d be smart to set up your fi nal three-minute descent based on a known power/descent rate combination. It’s always possible to adjust the airplane’s rate to match the needle, but if you have a preconceived notion of the proper power/drag combination to match the desired glideslope, you can establish that initially and make adjustments as necessary on the way downhill. Start looking for the ground well before you expect to see it, especially if the controller is calling the ceiling “ragged.” If the tower reports the atmospherics at 500 and one, I’ve learned to begin glanc-ing up at about 800 feet while maintaining the localizer/glideslope on instruments. Th e ILS approach is obviously the easiest to fl y, with the VOR and NDB procedures also reasonably simple, but the reduced minimums of the ILS means you’re closer to the ground for the miss. A circle-to-land back course may be the most feared instrument approach and for good reason, especially if it’s fl own at minimums to the opposite runway. I once watched a fl ight test Douglas DC-10 descend through the clouds at Long Beach, Calif., to about 500 feet AGL on the runway 30 ILS, then add power and initiate the circle-to-land procedure a full 180 degrees to runway 12. Watching that big Douglas heavy ma-neuver so close to the ground, trying to stay tight so as not to lose sight of the runway in the fog, was both terrifying and awe inspir-ing. I’ll bet the captain was sweating bullets and thinking, “I’d rather be fl ying a single.” As you approach minimums and still don’t see anything except more scuzz, continue the approach until the stopwatch says it’s time to miss, then, don’t even think about ducking under. Add power and miss. For most of us, this is counter to our instincts. Some professional pilots may fl y their entire careers having never executed a miss. In delivering airplanes internationally in the last 35 years, I’ve made perhaps 500 instrument approaches, and I can only recall missing about a dozen of them. I’ve only had to divert to an alternate airport four times, as I usually make it a point to load enough fuel on board to hold for a while in hopes of better conditions. I once landed a Baron at Port Columbus, Ohio, in a driving snowstorm when the three airplanes ahead, all airliners, missed the approach and diverted. Admittedly, my minimums were lower that theirs, but as I taxied in, feeling slightly smug about having outdone the airlines, the controller defl ated my ego by informing me that I’d been lucky. Th e weather had lift ed slightly as I began the approach. Most of us wouldn’t attempt an instrument approach to an airport at minimums just to “take a look.” We’re always primed to land, and so is the airplane. Gear is down, fl aps are usually half or more, power is back, and trim is set for approach speed. Neither the airplane nor the pilot is happy about reversing all that and returning to the sky. Of such situations are statistics made. It should go without saying that every pilot executing an instru-ment approach should memorize the miss instructions, but again, that may seem almost counter-intuitive since we all “know” we won’t need to miss, anyway. We’ll grant that some missed approach pro-cedures can seem unnecessarily complex, but you should at least try to remember the initial heading and altitude until you have time to check the plate. If you’re lucky, you’ll be able to climb straight ahead to a safe height before executing any turns. Missing the miss is exactly how some pilots come to grief, and the reason is that many are simply not prepared to miss in the fi rst place. Be prepared for a missed approach, even if you’ll rarely be required to make one, and the last three minutes should go as smoothly as the fi rst three hours of the fl ight.

On Approach

1. Start the stopwatch to time the approach. :10

2. Turn to the inbound heading. :10

3. Extend the landing gear. :10

4. Advise the tower of passing the FAF. :10

5. Extend the rst 10 degrees of aps. :10

6. Reduce power two inches. :05

7. Select carburetor heat. :05

8. Turn on electric fuel pump. :05

9. Verify descent rate. :10

10. Adjust elevator trim for proper descent. :05

11. Make the rst heading/speed correction. :10

12. Monitor descent. :05

13. Make second heading/speed correction. :10

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Maintenance

ARevision 20 to the PC-12 Pilot’s Operating Handbook (POH) added another feature, the approved use of anti-ice fl uids Type II, III and IV. Using these anti-ice fl uids can extend the holdover times and thereby allow the PC-12 pilot to get in line for departure and still take-off safely even when a delay has occurred. In this article I intend to highlight some

operational issues which occur with the use of these anti-icing fl uids, but for a complete review, the PC-12 pilot must follow the PC-12 POH. Th e current procedures vary only slightly across diff erent variants of the PC-12. Revision 20 includes some general information on manual methods of de-icing the aircraft . It recommends some publications

such as the FAA Advisory Circular 135-17, AEA Recommendations for De-icing/Anti-ic-ing Aeroplanes on the Ground, and FAA and Transport Canada Holdover Timetables. Each of these resources is worth reviewing and downloading to your iPad or similar device to ensure availability when needed. Pilatus recommends that ground de-icing/anti-icing be done with the engine shut down to minimize ingesting fl uid into the engine and the bleed air duct. At PlaneSense, Inc., we follow this guidance, but we also have proce-dures to de-ice and anti-ice our aircraft with the engine running. We have found that the major airports that have Type II, III and IV fl uids oft en use engine-running procedures, and they routinely have queues of aircraft waiting to depart. Th e few minutes saved by keeping the engine running, along with the extended holdover time these fl uids allow, are oft en just enough for us to get safely airborne. When de-icing and anti-icing with the engine running, good communication with the ground crew is necessary. Having the ECS/ACS switch in “Inhibit” during the application of fl uid and at least fi ve minutes aft er can pre-vent ingestion. Aft er the application of fl uids,

All of us in the Pilatus community, whether we’re conducting private or commercial operations, are very fortunate to fl y an extremely capable aircraft . Th e capabilities and safe-fl ight characteristics of our aircraft allow the experienced and well-trained PC-12 pilot to have fun fl ying in day and night VFR conditions and to fl y safely in weather — with confi dence. With its enhanced avionics systems and autopilot, in-fl ight weather radar and de-icing systems, the Pilatus PC-12 is a very capable all-condition, all-weather aircraft .

USING TYPE II, III AND IV ANTI-ICING FLUIDSKNOWING THE PRODUCT CAN HELP YOU GET GOING FASTER. By Ray Torres


we use minimum power to taxi since prop wash will blow the de-icing/anti-icing fl uids off the wing and other surfaces. Th e goal, of course, is to get our airplane to the runway as quickly as possible but with as much anti-icing fl uid on the aircraft as possible. Th e revision off ers a fl owchart on diff erent de-icing only or de-icing/anti-icing methods. We strongly recommend using this fl owchart. It asks about your aircraft ’s current condition and if a holdover time is required. If your Pilatus has contamination from freezing pre-cipitation, but doesn’t require a holdover time to depart, then the fl owchart will direct you to use only Type I fl uids. If you need a holdover time, the fl owchart will direct you to use procedures for both de-icing and anti-icing the aircraft before you depart. If you require Type II, III or IV anti-icing fl uids, they may leave a residue which can collect in aerodynamically quiet areas, cavities and gaps. I have attached some pictures of Type IV fl uid on one of our aircraft during a recent test of these procedures. Type IV fl uid is signifi cantly thicker and adheres to surfaces better than water or Type I fl uid alone. Th is also means a short inspection for residual fl uid is needed to prevent any buildups that

may aff ect the aircraft . Th e areas of the aircraft that require anti-ice fl uids are diff erent from those that require de-icing fl uid. Th e areas that should not be sprayed when using either de-ice or anti-ice fl uid include the engine inlets, engine exhaust, ram air inlets, brakes, windshield, cabin windows, pitot heads, static ports and Angle of Attack vanes. However, when using anti-icing fl uids, only the wings, vertical and horizontal stabilizers and vertical fi n on the aft part of the empen-nage should be sprayed. Th ere is no need to spray the entire empennage. Aft er the application of any fl uids, the fl aps must be cycled down to full and back to the 15-degree position before takeoff . During the fl ight-control check, they may feel heavier than normal but any binding should be in-vestigated. Considering the proper use of the holdover time tables, the pilot should also en-sure that the wing continues to appear glossy while taxiing out until takeoff . Some fl uid will fl ow off in the wind stream but there should be no accumulation of contamination on the wing as you taxi, hold short and wait to take off . Use pusher ice-mode takeoff procedures, with the fl aps at 15 degrees, and increase the

rotation speed by 10 knots. Don’t forget that you should also increase your airspeeds dur-ing climbout in pusher ice mode. Aft er landing, post-fl ight procedures are required when you’ve used anti-ice fl uids. Th e POH recommends inspection of several areas where residual fl uids might accumu-late: Along the wing rear spar area with fl aps extended, the perimeter of the aileron surface, gaps around the elevator and its trim tab, gaps around the rudder and its trim tab, and inside the drain hole at the base of the rudder. Ini-tially, this inspection must be carried out aft er a maximum of three applications of anti-icing fl uids. Follow-on inspection intervals will de-pend on the results of your initial inspections and aircraft washings. Preparing to take off with a contaminated aircraft and fl y in potentially freezing condi-tions demands thorough preparation and enhanced awareness. Th is article outlines only some highlights of the latest revision to the PC-12 manual for ground de-icing and anti-icing operations. It is not all-inclusive nor in any way meant to amend or substitute for PC-12 procedures recommended by Pilatus or approved by an aviation authority. Safe fl ight is no accident.

Few icons of the American West are as inspiring

as the wild mustang. A symbol of true freedom, this

wild horse represents a vestige of the spirit and

unfettered stamina of the Manifest Destiny that

marched from shore to shore. Add the fact that

many Americans have a sentimental attachment

to the romantic days of cowboys and Indians

and a general disdain for the nearly unstoppable

encroachment of civilization, the mustang

is nothing short of emblematic of our

country’s indomitable landscape.

EXCLUSIVE TRAVEL


Th e exception to this rule is the Pryor Mountain Wild Mustangs, a herd of 175 or so horses that live on 38,000 acres of federal land on the border between Mon-tana and Wyoming. Matt Dillon, director of the nonprofi t Pryor Mountains Wild Mustang Center in Lovell, Wyo., picked us up at the North Big Horn County Airport (U68), a service available to all fl y-in guests who are

coming to see the Pryor horses. From there, he took us on a several-hour, four-wheel drive trek up into the mountains to see the herd. Th e drive would give us an opportunity to learn a lot of the backstory of these animals, as well as the problems these mustangs face now and in the future. “No one is completely sure exactly how these horses came to this area,” Dillon said, “but they were likely stolen by the

Crow or Shoshone several hundred years ago and hidden in these high-mountain pastures.” But that’s not what makes these equines unique; these horses are not just fe-ral, but in fact the true genetic descendants of the horses brought to the New World by Spanish Conquistador Hernando Cortez in the early 1500s. Th ey are now considered a rare and endangered breed. Unlike many of the wild horses in our country, this herd of stallions and their fi llies are mustangs in every sense of the word. Th e word “mustang” actually comes from the Spanish mesteño, which means “stray livestock animals.” While that phrase might not live up to our vision of these great (now) American horses, the Spanish had nothing but admiration for these newest workers on the American plains. “Next to God, we owed the victory to the horses . . . ,” Cortez himself said in discussing his conquest of the New World. Th e descendants of the horses to which he referred are the same horses living on the Pryor Mountain Wild Horse Range. “At one time, the government tried to remove all these horses,” Dillon said, while downshift ing his Jeep to accommodate the steeper terrain, “but a group of locals took on the Bureau of Land Management and

BUT, IN FACT, THE PUBLIC’S GENERAL PERCEPTION OF THE MUSTANG IS NOT ALWAYS ACCURATE. Of the nearly 30,000 wild horses roam-ing the American backcountry, most of them are exactly that — wild horses. Th eir ancestors were oft en domesticated horses that escaped from farms or ranches, cattle drives or mishaps along the trail. Others were turned out by people who no longer had the means (or interest) to care for them. DNA testing of the current herds of wild horses shows elements of the thorough-bred, a relative of the American Quarter Horse, and draft horses, heavy workers like the ones which pull the Budweiser wagons for Anheuser-Busch. Over time, aft er their release, these horses became “wild,” exactly as any other animal becomes “feral.”

EXCLUSIVE TRAVEL


won.” In September 1968, Secretary of the Interior Stewart Udall created the Pryor Mountain Wild Horse Range, the very fi rst public wild-horse range in the United States. Th irty years later, the non-profi t Pryor Mountain Wild Mustang Center emerged and has acted as the herd’s advo-cate ever since. It might surprise you to hear that mustangs even need advocacy but, histori-cally, local ranchers saw the mustang as a competitor for domesticated livestock, primarily cows. Mustangs were chased by helicopters, run down with trucks, herded off cliff s, shot in corralled bloodbaths, and scraped into mass graves.

Others have argued that if the mus-tangs ARE actually from Spain, then they are not indigenous. “Th ese people get upset that we spend so much time and

eff ort protecting animals that aren’t even North American in origin,” Dillon told us. “Th ey argue we should spend our ener-gies addressing the dwindling population of more traditional American wildlife, say, bighorn sheep.” “Even though the ancestors of this herd came from Spain, these horses are Equus caballus, a genus and specie of horse that actually ARE from North America originally.” He explained that anthropolo-gists have found fossil remains of Equus caballus here that predate anything in Eu-rope. “Besides, bighorn sheep originated in Europe and Asia,” Dillon said with a smile. Cresting the last rise, a sprawling mountain meadow rolled out before us. Slowly, our eyes began to pick out the silhouettes of dozens — yes, DOZENS! — of wild mustangs grazing on the high-

mountain wildfl owers and grasses. Several mares with foals only a few days old had stopped to play in the fi ngers of snow still clinging in the shadows. “Mustangs can get their water from eat-ing snow,” Dillon told us as he stopped the Jeep and nodded for us to get out. Before our feet even hit the chert at the edge of this alpine pasture, every stallion in the herd turned its gaze in our direction. Th e mares subtly took notice of the location of their foals. Aft er this brief, but pro-nounced pause, the Pryor Mountain Wild Mustangs went on about their business, in eff ect approving our unscheduled and unsolicited visit. Dillon stood with us, looking out over the grazing horses. Not surprisingly, he knows every horse by name and can quote its ancestry all the way back into the

EXCLUSIVE TRAVEL


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1970s. “We’re almost at 200 head in the herd right now,” Dillon said, “and that’s a bit more than we’d like.” His Pryor Mountain Wild Mustang orga-nization works closely with the U.S. Fish and Wildlife, the Forest Service and the Bureau of Land Management to preserve both habitat and horses. “At the end of the summer, we’ll cut some of these horses and put them up for adoption.”

Th e BLM is tasked with monitor-ing and maintaining the wild horse populations across the United States. Herds can increase in size by as much as 20 percent a year, stressing and sometimes overwhelming the free-range ecosystems where they live. To balance the herds with other public rangeland resources and uses, the BLM removed 10,637 wild horses and burros from the range in 2010. Of those, 2,960 were adopted and given new homes by private citizens. Th is last year, the BLM culled 57 horses from the Pryor herd, and hap-pily, all 57 were successfully adopted. Th ese genuine mustangs are popular among horse lovers. Rock star Sheryl Crow rides one, and the Public Broadcasting Service has produced two award-winning documentaries about Cloud, a snow-colored Pryor Mountain stallion, that helped focus international attention on the herd. Watching a hundred or more mus-tangs, some less than 50 feet away, we were truly enchanted. Dillon pointed out a variety of fascinating behaviors: Stallions fold back their ears to “drive” their brood in an intended direction. Other stallions, which prefer strictly male company, are called bachelors, shrugging off mating and child-rear-ing responsibilities just to spend more time “with the boys.” Stallions don’t hesitate to spar, oft en on their hind legs. Th e big males oft en mark their territory with growing piles of horse scat. And it’s apparently acceptable, though perhaps frustrating, for one stallion to steal another’s females.

We watched the mustangs for almost an hour before they gradually crested a hilltop and started down toward a nearby swale that was still deep with snow. Th e herd was joined by a trio of mule deer, happy to share the sedge peeking up along side a snowmelt pond. It was also foaling season and, at any given moment, we could see at least a dozen of the new shaky-legged mustangs sticking close to mom’s side. Eventually, the last of the Pryor mus-tangs crossed over the ridgeline and disappeared down into a draw. Th ere was comparatively little con-versation as we drove back down the mountain. It seemed to be the right time to let what we’d just experienced resonate and drip through our fi lters. We all knew we’d just seen a signifi -cant part of our country’s history, like getting to see Babe Ruth lift one out of the park or Neil Armstrong taking that giant step for mankind. Th e horses we’d just seen were an honest vestige of components that came together to create the United States from a nearly endless panorama of wilderness. Dillon shook our hands at the airport, and I watched him still stand-ing on the tarmac as we climbed out. Airborne, it was almost impossible to look at this country the same way we had before, as if we’d found a place that somehow sidestepped the pas-sage of time. In the meadows where we watched the horses, we found arrowheads still hidden between the high-mountain wildfl owers. We stood amid stone tipi rings where smoke rose from Native American villages hundreds of years ago. I hadn’t expected to see the horses from the sky, but there they were, a string of dots refl ecting the last few moments of light across the high pasture. Th ey were working their way to the lower grasslands, almost as if they were tasked as caretakers, patrolling this last bit of American history. Th ese are the Pryor Mountain mustangs.

INFORMATION

ADDRESSPryor Mountain Wild Mustang Center, 1106 Road 12, Lovell, WY 82431 307.548.9453 PryorMustangs.org

TOURSJeep tours to see the mustangs take approxi-mately eight hours.Tour Fees: For one guest, the cost is $150.For groups with more than one guest, the fees depend on the age of guests. Ages 18 and older: $100Ages 10 to 17: $50Ages 9 and younger: Free

ADOPTIONBLM National Wild Horse Adoption Scheduleblm.gov/adoptahorse. The BLM says it does not sell mustangs to slaughterhouses or “killer buyers.”

MEDIAWatch the PBS documentary on Cloud, the Pryor Mountain stallionpbs.org/wnet/nature/episodes/cloud-wild-stallion-of-the-rockies/introduction/29

WHERE TO LAND Nearest airport to see the MustangsNorth Big Horn County Airport (U68)Cowley, WY 82420RNAV and NDB approaches availableElevation: 4080 feetLength: 5199 feetRunway 9/27 pavedRunway 16/34 dirtAirport Phones: 307.568.2357 Manager: Roy Harper, 307.548.6236

North Big Horn County Airport has 24-hour self-service fuel, tie downs, but no rental cars. Call the Pryor Mountain Wild Mustang Center, 307.548.9453, to arrange a complimentary pick-up at U68.

WHERE TO STAYWestern Motel , 180 W. Main St. Lovell, WY 82431 Phone: 307.548.2781

Super 8, 845 E. Coulter Ave., Hwy. 14 A, Powell, WY 82435 Phone: 307.754.7231

WHERE TO LAND (ALTERNATE)Billings Logan International Airport (BIL)Billings, MT 59105ILS, RNAV, VOR, NDB approaches availableElevation: 3629 feetLength: 10,521 feetRunway 10L/28L pavedRunway10R/28R pavedRunway 7/25 pavedAirport phones: 406.657.8495 Manager: Thomas Binford, 406.657.8495

Billings Logan International Airport is about 50 miles north of the Pryor Mountain Wild Mustang Center but has numerous rental car companies as well as major airframe and powerplant repair.

WHERE TO STAY(ALTERNATE)Country Inn & Suites, 231 Main St.Billings, MT 59105 Phone: 800.596.2375

Hilltop Inn, 1116 N. 28th St., Billings, MT 59101, Phone: 406.245.5000

EXCLUSIVE TRAVEL


I S P R I S T R E A L L Y T H A T I M P O R T A N T ?

All pilots are familiar with the pre-fl ight ritual of sumping fuel tanks to remove water. But step up to turbine-powered aircraft and you face a potentially catastrophic water-contamination problem that no amount of sumping can re-

move. Th at’s why we have Prist. But when the fuel truck pulls up and you see you’re going to have to pay a few extra cents a gallon for the stuff , you may be tempted ask yourself if Prist is really that important, and what happens if you don’t use it?WHAT IS PRIST?Prist is a fuel-system icing inhibitor (FSII) that prevents ice from forming in fuel tanks and fuel lines. Jet fuel contains about one part per million dissolved water, and the consequent need for a de-icing fuel additive became apparent in the late 1950s as jet aircraft began carrying fuel to higher altitudes in colder temperatures for longer periods of time. When suffi ciently cooled, water will come out of solution, forming ice crystals that can disrupt fuel fl ow through fuel lines or fi lters. In addition to crystallizing, some water coming out of solution can remain as a super-cooled liquid that freezes on contact with anything solid — a fi lter or tubing — also potentially inhibiting or blocking fuel fl ow to the engine. Th e 1958 crash of a U.S. Air Force B-52 that lost power in fi ve of its eight engines was attributed to such an icing situation and led the military to man-date FSIIs for its aircraft in the early 1960s.

KEEPING CONTAMINATION CATASTROPHES FROM CRYSTALLIZING By James Wynbrandt



Prist, made by Prist Aerospace Products of Conroe, Texas, is a trademarked name, but Prist is to FSIIs as Kleenex is to facial tissue. Th e company holds the current contract to supply the military with Prist/FSII. Th ere are major diff erences between Prist and its generic counterparts, according to Joe Mattingly, a veteran salesman at the company who goes by the name of “Joe Prist.” “Prist is more than just a name,” Mattingly said, noting that Prist Aerospace uses only the highest quality raw materials, checked at delivery and during every step of the produc-tion. He added that Prist is shipped in extra-heavy-duty drums to prevent any exposure to air. (FSIIs can absorb moisture from the air, hampering its eff ectiveness if improperly stored.) “Everything we have is to military spec,” Mattingly said. “We don’t sell any cheap stuff . Th is is what people learn to appreciate over 45 years.” Today’s Prist formulation, introduced in the mid 1990s, is primarily a clear di-eth-ylene glycol monomethyl ether solution. It provides a higher fl ash point (the tempera-ture at which it can vaporize) and fewer hazardous and toxic characteristics than the original Prist, a blue-colored ethylene glycol compound. Prist works by lowering the freezing point of water. It has only lim-ited solubility in jet fuel but is completely soluble in water. When dissolved water separates from fuel at low temperatures, Prist preferentially dissolves in the water, lowering its freezing point.

WHY USE PRIST?We use Prist to avoid the problems that ice in the fuel system can cause. Engine shut down due to fuel starvation is the most likely but not the only problem ice in fuel can cause, as evidenced by the March 2009 fatal crash of a Pilatus PC-12 while maneuvering to land at Montana’s Bert Mooney Airport that claimed 14 lives – seven of them children. NTSB in-vestigators had no theories to the cause of the accident until they found a set of microchips from the PC-12’s safety warning system that revealed a fuel imbalance, leading investigators to the root of the accident: Th e pilot failed to add an FSII to the fuel that day, even though the Pilatus PC-12 fl ight manual mandates FSII usage for all fl ight operations in temperatures below 0 degrees Celsius. Ice formed in the left fuel tank and blocked the fuel line, leading to a left -wing heavy imbalance. In the low and slow traffi c pattern environment, that imbalance caused an unrecoverable loss of control. Dual fl ameouts on two diff erent Beechjet 400As a little over a year apart (both operated by Cleveland-based fractional Flight Options) represent less catastrophic outcomes to events presumed to result from ice developing in fuel systems. In July 2004, N455CW, 100 miles west of Sarasota, Fla., over the Gulf of Mexico with nine persons on board, lost both engines while descending from FL410 through FL390. Th e crew was fi nally able to restart the No. 2 engine at about 14,000 feet and diverted to Sarasota. In November the following year, N691TA experienced a dual fl ameout en route

from Indianapolis to Marco Island, Fla., in clear air at FL380. Th e pilots, the only souls onboard, were unable to restart the engines and deadsticked the Beechjet into Jacksonville International Airport with no injuries and little more than a blown tire on the jet. Th e crew subsequently told investigators they sus-pected ice in the fuel caused 1TA’s fl ameout. Th e NTSB later determined that N455CW had a below recommended concentration of FSII in its fuel. More about those recom-mended concentrations in a moment.

MUST EVERY AIRCRAFT USE PRIST IN FREEZING CONDITIONS?Not all turbine aircraft operating in sub-freez-ing conditions require Prist. Some aircraft are equipped with heated fuel systems that maintain temperatures above freezing and keep water safely in solution. Th ese systems may consist of heating elements in the wings or fuel/oil heat exchangers that warm the fuel while cooling oil. Such systems may obviate the need for Prist, but manufacturers of some equipped aircraft still mandate use of an FSII in below-freezing temperatures. All manufacturers of turbine aircraft without fuel-heating systems mandate the use of an FSII at specifi ed temperatures, as spelled out in the Pilot’s Operating Handbook or other manufacturer’s documentation. Even when not mandated, Prist can be used in all jet fuels (Jet A, Jet A-1, JP-5, JP-8) in all turbine-powered fi xed- and rotor-wing aircraft as a backup in the event the heating system fails. Th e U.S. military,

The Truth About Prist


for example, mandates the use of an FSII for all aircraft equipped with fuel-heating systems as a means of providing system redundancy. AvGas has a lower dissolved-water content than jet fuels, but nonetheless experts recom-mend adding an FSII to all grades of AvGas (80/87, 100/130 and 100LL) when fueling any aircraft operating in extremely cold climates or in aircraft that are fl ying in freezing tem-peratures for extended periods of time.

HOW MUCH PRIST DO I NEED?As the NTSB’s fi ndings regarding the dual fl ameout of the Beechjet over the Gulf of Mexico indicate, Prist must be used in the proper concentration — and blended into the fuel properly — to work eff ectively. Th e fuel should contain 0.10 to 0.15 percent Prist, evenly added during, not before or aft er, fueling. Fortunately, most pilots don’t need to concern themselves with the fi ne points of putting Prist into fuel; it’s usually added by the fueler at the fuel truck as the jet juice goes into the aircraft , and these line personnel “are becoming absolutely more aware” about Prist and its proper application, Mattingly said. “In the last seven or eight years, the fuel compa-nies are doing a much better job of training and educating” their distributors and custom-ers on its proper use and storage. But in many parts of the world, aircraft operate in remote environments (even remote places in the United States), and Prist applica-tion is a do-it-yourself job. Prist off ers both Lo Flo and Hi Flow products in aerosol cans, each designed to deliver the proper amount of Prist into the fuel mixture for a given fueling operation. Lo Flo is used for fuel fl ows of 6-25 gpm (such as when fuel is pumped by hand from drums). Hi Flow is for fl ows of 40-65 gpm, as delivered by machine-driven pumps. A 3-foot tube that comes with the aerosol cans (instructions included) is clipped onto the end of the fuel-hose nozzle, and once the fuel

fl ow starts, a trigger on the can is deployed, dispensing Prist into the fuel as it enters the tank, providing for even mixing. “If you don’t need the (whole) can, shut it off , set it aside and use it again,” Mattingly said. Unlike turbine drivers, piston-engine pilots may need to be more hands-on in their Prist-ing. Many FBOs only have Prist available in their jet fuel and do not carry Prist in its aero-sol form. But whether the aircraft is turbine- or piston-powered, or the additive comes straight from the fuel truck or is sprayed in by

a pilot, it’s important to sump the fuel tanks on any aircraft using an FSII regularly. Th ough some is pulled through the fuel system and burned in the engine, Prist-laden water can also pool at the sumps, and Prist can damage bladders and rubber seals over time. Th ere may be minor hassles or downsides to its use, maybe a few more dollars you have to leave at the fuel pump, but if you operate in conditions that mandate the use of Prist in your aircraft , you should have a warm, fuzzy feeling knowing its onboard.

There may be minor hassles or downsides to its use, maybe a few more dollars you have to leave at the fuel pump, but if you operate in con-ditions that mandate the use of Prist in your air-craft, you should have a warm, fuzzy feeling knowing its onboard.

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Make It and Take It RECIPES


JENNIFER SCHAERTLALL-STAR TEXAS CHEF DEMONSTRATES HOW TO OVERCOME THE BIGGEST PREPARATION CHALLENGES.

If you’re on the road and looking to create some gourmet goodies, you may end up trying to prepare your delicacies in the most modest of kitchens. Enter Jennifer Schaertl. She studied culinary arts at El Centro in Dallas where she received a technical education in cook-ing, food style and preparation, as well as Old World knowledge about recipes and techniques. Jennifer’s fi rst job inside a professional Crappy Little Kitchen was actually that of a dishwasher, where she eventually worked her way up to sous chef. Since that humble beginning, she has worked as a chef in four Dallas 4-star restaurants. Jennifer has already

completed the pilot episode of the television series Gourmet Meals in Crappy Little Kitchens. To view this episode and join her monthly mail-ing list Th e Crappy Little Newsletter, visit CrappyLittleKitchens.com. Recipes from Gourmet Meals in Crappy Little Kitchens by Jennifer Schaertl (HCI Books; April 2010; trade paperback/$18.95)

MY BIG FAT GREEK SALADThe colorful fresh veggies in this recipe make the presentation beautiful on its own, and its mixture of fl avors and textures makes it impressive for the most discerning guests.

Serves 8• 1 Tbsp. Dijon mustard

• 1 tsp. minced anchovy (1 or 2)

• 1/4 C. fresh oregano

• 1/4 C. sherry vinegar

• 1 C. extra virgin olive oil

• Sea salt, to taste

• Black pepper, to taste

• 1/4 C. diced English cucumber

• 2 Roma tomatoes, diced

• 1/4 C. diced red onion

• 1/4 C. chopped Kalamata olives

• 3 Tbsp. crumbled feta cheese, plus extra for garnish

• 1 C. thinly sliced romaine lettuce (use your bread knife to make

thin slices from a head of romaine)

• 4 slices sourdough bread, toasted

Preparation

1. In your blender, pulse the mustard, anchovy and oregano until mixed. Add the sherry vinegar and pulse until well combined. While blending at medium speed, drizzle in the olive oil and season to taste with salt and pepper.

2. In a large bowl, toss the cucumber, tomato, onion, olives, feta cheese and romaine with 1/2 cup of the dressing. Taste the salad to see if it needs more dressing, salt or pepper.

3. Mound the salad in a large serving bowl. Cut the toasted bread into wedges, tuck the wedges around, and garnish it with more crumbled feta. For individual portions, hold the toasted bread wedge in the center of each small plate and pile the salad high around it. This makes each plate look like a sailboat. You could also serve individual salad portions in margarita or martini glasses with the toast jutting out like a sail.

4. Store the leftover dressing in an airtight container in the refrigerator. You can toss the leftover salad as well as the dressing with some pasta for a great Greek pasta salad.

I40 I P O P A M A G A Z I N E I W I N T E R 2 0 1 3

Making the Most of Torque

ENGINE OPS LEARN MORE ABOUT MAKING TORQUE YOUR FRIEND. By John Morris

I will be writing, initially, about maximum power opera-tions (again), this time focusing on the torque limiter/limi-tations. I will fi nish by answering some lingering questions regarding the engine operating/limitations and procedures. Why discuss max-power operations since we know what the limits are? Because I still have observed some pilots who don’t want to use maximum power at takeoff . When asked about the reduced power, some have said that the engine indications for torque were exceeding limits. Some are interpreting the Static Torque Perfor-mance chart incorrectly. And a few do not wish to “push” the engine unnecessarily — for maintenance-cost purposes. I hope we know the answer to the “push” response, at least how I DO respond: “What the #! $&! Over!”

Th e issues of maximum torque exceeding limits and proper understanding of the static torque chart are more likely factors in best performance and safe-operating practices. Over-torque of the engine gearbox is not safe – period. Having an engine with a maximum thermal dynamic power much greater than the certifi ed Shaft Horsepower (SHP) requires the pilot to maintain the certifi ed limits. Th e torque limiter is used primarily, as I used to teach new PC-12 drivers, as a means to “pilot-proof” us from exceeding the engine limitations. It is much simpler, when starting the takeoff roll, to

advance the Power Control Lever (PCL) smoothly to the forward stop (with a verifying scan for rated torque/ITT limits,) once at the stop, versus advancing the PCL inter-mittently, monitoring the power/ITT to not exceed the defi ned red line(s), while accelerating down the runway. Single pilot, what should we be looking at? Th e torque limiter generally has been factory-set for a maximum indicated torque of approximately 43.0 PSI (at rotation), sea level – standard day ISA. Th is setting usually will allow advancing the PCL to the stop with no adverse torque/ITT indications since the engine is not arriving at the rated 44.3 PSI. Th is factory setting allows for opera-tions throughout most high airfi elds with no changes to PCL movement except for high/hot ITT considerations. To confi rm how the torque limiter has been currently set we will use the Static Takeoff Torque Performance chart, POH — Section 5. As the chart indicates, the aircraft must not be mov-ing, in order to accurately determine the torque limiter set-ting. OAT must be noted (NGs – OAT not SAT), and then while setting/holding brakes, advance the PCL to stop and observe/note the torque indication. Th en check the known OAT/fi eld-pressure altitude to confi rm the maximum torque using the Static Takeoff Torque chart. Th e horizontal line drawn through the OAT/fi eld pressure intersection to the Engine Torque PSI is your “fl at rating” torque.

You would then confi rm the noted torque from the static “test” versus the chart defi ned maximum torque. As noted in POH — Sec-tion 7, Torque Limiter, “If the maximum torque is below fl at rating (below torque lim-iter setting), the torque has to be set manually by the PCL.” Th is means, if possible, you can advance the PCL to make up the diff erence. If the static test was a full-power/full-for-ward PCL, what additional torque is available? Of course, if aft er the static test you confi rm engine torque is greater than the chart maxi-mum, then the PCL setting would now be employed, statically, before takeoff roll begins. Either of theses scenarios requires maintenance of the torque limiter. It now MUST be noted: Th e Static Takeoff Torque chart does NOT indicate what the maxi-mum-rated torque is when accelerating for takeoff /rotation as the aircraft is moving, applying additional ram air pressure to the compressor (more available torque). If the inertial separator is open, this will also aff ect compressor performance (less torque). It is not generally practical to sit at/near the end of a runway and perform this check, but it should be performed periodically if the pilot has any doubts regarding maximum takeoff torque. Be aware of FOD when performing this check! Which brings up the torque exceedence indication with the PCL at or near the stop while accelerating down the runway. Th e question I ask or observe for myself, is whether the exceedence continues or subsides back below maximum takeoff rating. If it sub-sides, then the torque limiter is functioning (and is allowed by limitations), even though it should be addressed with maintenance since, as I indicated earlier: If the factory setting is incorporated, then these temporary indica-tions should not occur. If the torque indica-tion is maintaining above maximum limits, then the torque limiter needs to be adjusted since you should not have to set power manu-ally for each takeoff . Plus there is the potential of continuing harm to the gear box. Saving the “extra” power by manually setting takeoff power is asking for problems and costs that are not worth the risk! QUESTIONS/ANSWERSIs it possible to not exceed maximum takeoff torque but exceed maximum takeoff temperature? Yes. Hot/high airfi eld operations. Observe the use of ECS/ACS and/or inertial separa-tor as loss of ram air/cooling bleed air will defi nitely aff ect compressor output pressure to the burner section of engine. Referencing POH – Section 2, Limitations Engine Operating Limits PC-12/41/45/47 and PC-12/47E (NG)

Why is takeoff power time limited to fi ve minutes?From FAR Part 1. 1 General Defi nitions“Rated takeoff power, with respect to recipro-cating, turbopropeller, and turboshaft engine type certifi cation, means the approved brake horsepower that is developed statically under standard sea level conditions, within the en-gine operating limitations established under Part 33, and limited in use to periods of not over fi ve minutes for takeoff operation.” Th e FAA considers this time limit to be rou-tine or normal takeoff operations (single-engine). For multi-engine, the time can be increased up to a maximum of 10 minutes for an OEI (One-Engine Inoperative) abnormal operation.

Is transient time – 20 seconds — meant for starts only? No. Transient engine events involving torque, ITT, propeller (Np) or oil pressure are listed, and no (maintenance) action is required if oc-currence returns to normal within 20 seconds of the maximum permitted value listed. FAR Part 33 requires this parameter. As discussed earlier, if the torque exceeds maximum takeoff limits, we should not overreact (at that moment) so we will have time to fl y the airplane fi rst!

Can you maintain the maximum continu-ous torque 44.3 PSI, during climb, in the –47E (NG)? Th e –41/45/47? Yes. For the –47E, as long as the maximum continuous/climb ITT does not exceed 820°C.

Th is torque setting also will maintain shaft horsepower (SHP) at the maximum certifi ed 1200 during climb

No. For the –41/45/47, maximum continuous torque is 36.9 PSI due to the “innards.” Th e compressor turbine experiences the greatest amount of heat energy, pre-ITT indication. Th e legacy PC-12’s maximum continuous/climb ITT of 760°C versus the NG’s 820°C should help with explanation of diff erent power outputs during climb between engines and their design diff erences.

Seems like the torque limiter is a great item to have installed. Is there a downside to this unit?Not really. As long as the torque limiter is functioning correctly, the gearbox will always be protected from exceeding its limits (maximum takeoff ). However, as a result, it becomes possible to overtemp the engine due to atmospheric conditions and internal design. Also a possible un-confi rmed “downer” is the torque limiter’s eff ect on the fuel-control unit (FCU) sensing bellows. For details, ask your training provider about this. In summary, takeoff performance should always be by the “book” with Section 4 — Nor-mal Procedures, Takeoff : Power Control Lever – Set not as desired but only if an exceedence may occur, which should be corrected.

John Morris – Formerly with Simcom Training Centers-Orlando for 14 years. He started teaching the PC-12 in 1999 and served as PC-12 program coordinator from 2000 until resigning in 2007 to start ACFT Services.



Ask Lance Toland

BE CAREFUL WHAT YOU SIGN By Lance Toland

NNow in its 14th year, my Ask Lance Toland advice column has generated many great responses and questions from POPA members around the world. Recently, I talked with a long-tenured client about several issues which have been addressed in my column. As a result, I’ve decided a partial reprint of a 2004 article here may off er new owners some insight into how to respond if your local FBO pushes a waiver for you to sign in front of your face. In this case, my insurance client elected not to sign and contact me, which averted a catastrophe with his PC-12 hangar arrangement. Th ink about it: You bought your PC-12 new some years ago and fl ew the engine to TBO accident- and incident-free. Aft er returning it to service with a new engine

and prop, you return to your home airport and leave your machine in the hands of the FBO as you have done a 1,000 times before. Th e next day you get the call, “Sir, our line services backed our tug into your plane and bent the prop 45 degrees!” What next? In this case, the owner called me, and we explored whether to fi le on the primary insurance or allow the FBO to fi x it as they agreed to. As it turns out, that new fi rewall forward would not have to be removed and sent back to Pratt & Whitney. Oh, yes, back to where it just came from 10 hours ago. Aft er a $340 overhaul, the nightmare begins… Now with a variety of issues at hand, all is contained and everyone is as civil as they can be, given the enor-mity of the damage. First things fi rst, time is of the essence here. Th e engine and prop are removed; there is an approximate timeline on return to service; and substitute aircraft arrangements are made. We have done all we can do. Next morning you get another call. ”Sir, we failed to place ballast in your engine cradle. We moved your aircraft in the hangar, and it sat on its tail. Th ere is damage to both strakes and the rudder.” You have got

44 I P O P A M A G A Z I N E I W I N T E R 2 0 1 344 I P O P A M A G A Z I N E I W I N T E R 2 0 1 3

to be s-------- me! When risk rears its ugly head, there can be no end to the possibilities and this a good case of why I have insurance. For the sake of brevity, this one played out, not without out some dramatic moments, but as well as could be expected with all issues settled to my client’s satisfaction. So now revisit the 2004 article excerpt and ask yourself, “Am I covered?”

MY LOCAL FBO IS DEMANDING THAT I OBTAIN A WAIVER OF SUBROGATION AND ADDITIONAL INSURED STATUS IN ORDER TO HANGAR WITH THEM. SHOULD I SIGN THIS?Absolutely not, until your insurance broker has advised you. Many FBOs are now looking to waive as much liability as possible. In some cases, this is understandable, but in most it is also unacceptable. Typically, FBOs that ask for the moon in terms of waivers and hold-harmless agreements have shaved money off their annual insurance tab by agreeing to a very large deductible or self-insured retention. Th is is a business decision for the FBO manager but should not trickle down to you as a PC-12 owner when a substantial

hangar-keeper’s loss occurs. Further, you might fi nd that they are trying to waive ev-erything including products and completed operations which would aff ect the outcome of a mis-fueling or latent maintenance defect that they are responsible for. Example: You arrive at your local FBO where your PC-12 has just been pulled out, and the line attendant drags your winglet underneath another PC-12 and severs the winglet, a situation that occurred recently. With a waiver and hold-harmless signed, you are out of luck to recover. However, if you hadn’t signed the waiver, you could require the FBO to take care of your travel plans with a substitute aircraft or charter, repair the damage and discuss diminution of value. Option 2: You could look to your insurance carrier to take care of the dam-aged winglet expense and, on some polices, provide extra expense coverage and then fi le a separate diminution claim since your primary hull coverage does not address diminution. In most cases, the FBO will step in with their insurance and take care of things proper-ly. Just be reasonable with the settlement and think about the 24/7 365 services most good

FBOs provide us. Bear in mind their deduct-ible and how the loss might aff ect their annual bottom line and your future hangar rent rates. Caveat! Most insurers require advance notice of any contractual agreement that you might enter into, and signing such a contract can prejudice coverage.

Ask Lance Toland

When risk rears its ugly head, there can be no end to the possibilities and this a good case of why I have insurance. For the sake of brevity, this one played out, not without out some dramatic moments, but as well as could be expected with all issues settled to my client’s satisfaction.


OUR POLICY PROVIDES EXTRA EXPENSE. WHY DO WE HAVE THIS COVERAGE? WHAT IS THE COST?Extra Expense coverage is typically included at no additional charge on some carriers’ extended-coverage physical-damage broad form and is usually only off ered to Indus-trial Aid accounts (professionally fl own, not-for-hire). Typical Extra Expense cover-age provides reimbursement for additional operating expenses when a scheduled air-craft sustains covered physical damage. Th e insurer may reimburse a Named Insured for expenses arising out of:

1. A temporary substitute aircraft , except any:• expense incurred aft er completion of repairs to the scheduled aircraft which sustained physical damage or aft er such repairs could have been completed but for work being done which is not necessary to the repair; or,

• expense incurred more than fi ve days aft er the company has tendered payment for a total loss or in any event more than 60 days aft er physical damage was sustained.

2. Rental of temporary replacement com-ponent part(s), provided• the component part(s) which sustained physical damage is repairable, and

• the temporary replacement component part(s) is not the subject of an existing aircraft component lease or exchange agree-ment of in the Named Insured’s possession as a spare engine or spare part.

3. Trip interruption excess for food, travel and lodging of crew members and passengers, but only those reasonable expenses required to continue from the place where physical damage to the sched-uled aircraft was sustained to either the intended destination of the original point of departure.

4. Expenses incurred as a result of physical damage sustained during the policy period shall be deemed to have been incurred during the policy period. Th e company’s obligation to reimburse the Named In-sured is limited to the lesser of:• that portion of the necessary and reason-able expenses incurred by the Named In-sured which exceed those which the Named Insured would have insured had there been no physical damage to the scheduled aircraft ; or,

• the Extra Expense Payment Limits set for in Item 3 of the Declarations.

• the actual reimbursement for aircraft expense is the diff erence between direct operating cost and the substitute aircraft cost. You will note in the wording an absence of coverage dollar amounts; it is your broker’s job to negotiate levels that would suit your particular needs.

One quick comment here. Immediately aft er this loss, I installed a new MT 5 bladed prop on my personal PC-12. I love it for many reasons, but consider that the prop will not bend. It will most likely break off when impacted. Given no overhaul mandate, or at least no procedure yet on this scenario…. Just food for thought.

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.

888.386.3596

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IIPAD TO MEXICO ENOUGH ABOUT ALL THE LITTLE TABLET’S TALENTS. HERE’S A REAL WORLD APPLICATION FOR A TRIP DOWN SOUTH ACROSS THE BORDER. By John D. Ruley

I’m writing this just a day before leaving on a fl ight to El Fuerte, Mexico, from my home base in central California. Ordinarily, my preparations for a trip like this would have included ordering “trip kits” of paper charts. With the iPad, it’s possible to do the same thing electronically – though I also will carry a limited set of paper backups.INTERNATIONAL IFR CHARTS AND APPROACH PLATES: JEPP FDFor international IFR charts, approach plates and related information, there really is only one choice: Jeppesen’s Jepp FD for the iPad, which provides access to all the information you’d otherwise fi nd in the ubiquitous Airway Manual binders. For a trip kit, it’s only necessary to add the required coverage (in my case, Mexico) to your existing account and then run an update to load the required data, which in-cludes not only terminal and en-route charts, but also the full text of the appropri-ate Airway Manual pages.

Jepp FD works with international data in exactly the same way it does with domestic, and the app hasn’t changed since we covered it last winter. In brief, it provides simple fl ight-planning capabilities and (with an active GPS) the closest thing I’ve seen to a moving map on the iPad, supporting both north-up and track-up orientations. Some details are visible only if you zoom in on the map, and other items may not be where you expect to fi nd them: U.S. Center (and international FIR) frequencies, for example, are found on the Comms section of a pop-up that ap-pears when you tap on certain airport icons. For more on Jepp FD, browse Jeppesen.com/index.jsp.

INTERNATIONAL WAC CHARTS: FLIGHT GUIDE IEFBJeppesen only charts airports with instrument ap-proaches. Th at’s a serious problem if, like me, you’re fl ying into a VFR-only airport. El Fuerte (MM79) has a 4,300-foot asphalt runway, but you won’t fi nd it on any Jepp chart. You will, however, fi nd it on World Aero-nautical Charts (WACs). Until last year, my only option was to carry paper copies, but Flight Guide iEFB off ers WACs, including the two I need for my trip. Unfortunately, Flight Guide’s airport and navaid databases only cover the U.S., so while the charts show Mexican airports and navaids, you can’t use them directly in fl ight plan-ning. I’ve found a work-around: Zoom in on the airport (or navaid) that you want to use as a waypoint, tap it and use the Create Point button on the pop-up menu. Flight Guide enters the waypoint using latitude/longitude coordinates. Flight Guide iEFB off ers a wide range of other features, including an outstanding range of airport data (as you’d expect from the people who make those familiar spiral-bound books), data subscriptions that start at $9.99 per month and even support for an in-fl ight traffi c display (with a $1,495 Zaon XRX portable collision avoidance device and $299 FlyWi GPS). For more on Flight Guide iEFB, browse FlightGuide.com/fl ight_guide_iefb .html.

PAPER BACKUP: AIRCHART SYSTEMS TOPOGRAPHIC AND HI/LOW ENROUTE ATLASESNow for a reality check: On an international fl ight – or any long cross-country – is it wise to depend on the iPad as your only source for navigational data? While more robust than earlier tablet (or notebook) computers, iPads are still delicate. Drop one on the ramp and you could fi nd yourself stuck! I’ve also heard reports from pilots who’ve had them overheat and shut down in the air. So a backup is more than just a good idea.

MiPad ELECTRONICS

Sporty’s E6B app off ers a simple, forms-based interface for aviation calculations and conversions.JeppFD

Flight Guide iEFB


Th at said, carrying a full set of paper charts would obviate all the advantages of using the iPad. Fortunately, there’s a reasonable alternative: AirChart Systems off ers spiral-bound chart atlases in a variety of versions that provide sectional, WAC (covering the U.S., Bahamas and Baja), and high/low altitude enroute charts. Subscrib-ers receive a new atlas every year and, between those, an online update service is available. I’ve used these charts for several years now, and highly recommend them. For more on AirChart’s range of VFR and IFR chart atlases, browse AirChart.com. Beyond the chart atlases, if weather makes instrument approaches likely, I recommend printing approach plates for your primary destination and most likely alternate. One way to do this is to bring the charts up on your iPad, do screen grabs, then connect your iPad to a desktop or notebook PC. You can import the screen grabs (and print them) in exactly the same way as photos. –JDR

John D. Ruley is an instrument-rated pilot, freelance writer and recent graduate of the University of North Dakota Space Studies graduate program (Space.edu). He is also a volunteer pilot with LigaInternational.org, which operates medical missions in northwest Mexico, and Angel Flight West (AngelFlight.org). You can reach him at [email protected].

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THE MOST EXPENSIVE HOTEL ROOM IN AMERICALuxury to raise your beanie, baby

The Four Seasons Hotels don’t really need an introduction when it comes to over-the-top luxury, but in New York, they’ve really outdone themselves. Try a night or two in the Ty Warner Suite

and see what we mean. Th is 4,300-square-foot suite sits on the top fl oor of Manhattan’s tallest hotel. It is the result of a collaboration among owner Ty Warner (founder of Beanie Babies), designer Peter Marino and architect I.M. Pei, who came out of retirement to join in the creation of what may be America’s most exclusive accommodation. With cantilevered glass balconies and fl oor-to-ceiling bay windows set beneath 25-foot (7.6-metre) cathedral ceilings, the Ty Warner Penthouse off ers a breathtaking 360-degree view of all Manhattan. Custom-com-missioned in every detail, from semi-precious stone surfaces to fabrics woven with platinum and gold, the nine-room suite creates the sense of living within a multilayered work of art. It goes without saying perhaps, that you have your own private elevator to come and go as you please. In the living and dining area, cream-colored walls are richly inlaid with thousands of pieces of mother of pearl. A dramatic 4-foot-high cut-glass chandelier by Deborah Th omas sparkles above the bronze table by designer François-Xavier LaLanne. Seating is grouped around a marble fi replace, and four French doors open to glass railings. Th e 700-square-foot library is illuminated by a LaLanne chandelier in gilded bronze. Th e extensive book collection is set in bookcases framed with an elaborate bronze vine-and-leaf motif, again by LaLanne. Th e li-brary is also furnished with a chess table and a Bösendorfer grand piano. Th e centerpiece of the master bedroom is a Th ai canopy bed threaded with gold. Off ering unsurpassed comfort, the Swedish Hästens Vividus mattress was built entirely by hand over 160 hours, using 100-percent-natural materials. Bedroom accents include two lacquer cabinets with cracked eggshell panels, and walls of straw marquetry. Four French doors reveal a view of Central Park that is almost surreal in its perfection. An indoor-outdoor Zen garden with a green bowenite waterfall overlooks downtown Manhattan and the Statue of Liberty. Th e breakfast room is furnished with a LaLanne tree table and opens to its

own large balcony 700 feet above Central Park. Of course, this suite also features a private spa room with a serene screen of living bamboo. Adjacent to the spa room is an oversized dressing room clad entirely in leather. With its ceiling, walls and fl oor gleaming with onyx, the master bathroom includes another outdoor balcony overlooking Central Park. Among the pampering features are an infi nity-edge bathtub complete with chromatherapy, a separate glass-enclosed rain shower, radiant-heated fl oors, and sinks carved from a solid block of rock crystal. Penthouse guests enjoy amenities as impressive as their quarters: TVs programmed for every channel worldwide, unlimited global telephone calling, the services of both a personal butler and a personal trainer/therapist. Of course, New York is not the kind of town where you want to stay in your room all day. When you want to go some place, you’ll have your own private chauff eur and a choice of either a Rolls Royce Phantom or a Mercedes Maybach. Price per night? $30,000, not including tips. For more log on to FourSeasons.com/newyorkfs, or call 800.819.5053. AIRPORT: LaGuardia (LGA), 718.533.3400.

{ G O T T A G E T A W A Y }

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Hot Spots TRAVEL

HALO jump certifi cate in hand — by noon Sunday.

If falling six miles over Mississippi doesn’t drain your endorphin supply, then hit the reset and consider this trip from Incredible Adventures: In May of 2009, they’ll lead a batch of “fl oaters” out the door of an airplane orbiting the top of Mount Everest. Yes, THE Mount Everest, the 29,029-foot-tall Mount Everest. Step into the clear, thin Himalayan air and become a speeding speck in the expanse of Nepal, Tibet and China, upstaged by the tallest mountain in the world. Th e best part about these opportunities is that you don’t have to have any skydiving experience at all. Incredible Adventures not only includes extensive training, but they’re the only company in the world to off er “tandem” HALO freefalls. Th at means you leave the airplane umbilically attached to a professional jumper tasked with making sure neither of you die young. Your job? Just enjoy the ride. For more information, visit Incredible-Adventures.com or call 941.346.2603. AIRPORT: Gulfport-Biloxi International Airport (GPT), 228.863.5951.

for anyone ready to write a check, including fi rst-time jumpers. Customers, ages 16 to 70, come for a full day of training and then meet at the “drop zone” the next morning to head toward the stratosphere. Plan to arrive at the jump zone in Lum-berton/Hattiesburg by noon on Saturday. You’ll spend the entire aft ernoon getting fi tted for equipment and training with their expert HALO jump team. You’ll learn tandem skydiving basics and practice pre-breathing techniques. (To safely jump from 30,000 feet and avoid experiencing the sort of “bends” you can get when scuba diving, you’ll spend time on board the aircraft pre-breathing 100 percent oxygen.) If all goes as scheduled, you’ll walk away from the drop zone with a smile on your face — and your

T he wind from the open aircraft door is about 30 degrees — below zero! Not to worry. You’re wearing a fl ight

suit, a helmet and an oxygen mask over your nose and mouth. Besides, there’s about to be enough sensory overload that the cold will be the last thing on your mind. You and an instructor are about to step out into thin air, lashed together in a freefall, heading back to the ground at 100-plus mph from an altitude of 30,000 feet. For the purveyors of tandem skydiving, the market is always in freefall, but nowhere like the skies over Lumberton, Miss. Incred-ible Adventures, an organization which puts together a variety of one-of-a-kind adren-alin bombs, organizes HALO (military jar-gon for high-altitude-low-open) skydiving

JUMP OUT OF A PERFECTLY GOOD AIRPLANE AT 30,000 FEETMay not have worked out so well for D.B. Cooper, but these guys have perfected the longest tandem freefall in the world! Best part is you can do it with no previous experience! BY LYN FREEMAN



escorted a medley of visitors from National Geographic photographers to scientists. Th ey will also be glad to take you. Th e com-pany off ers two- to eight-day trips in their big Tundra Buggies, and if you like, you can come back to your hotel room in Churchill each night. Th ere’s also the Tundra Buggy Lodge with sleeping rooms, dining area and lounge. Elevated open decks around the lodge allow bear and guest to look at each other without encumbrance. During their 24 hours of polar bear viewing, guests sometimes watch polar bears emerge from their snow blan-kets, tucked gently around them during the night by Mother Nature. Frontiers North Adventures off ers varia-tions of the basic experience, sometimes including dog sledding or visits to aborigi-nal cultural programs, all well explained on its website. For more, contact Frontiers North Ad-ventures, 800.663.9832, or visit its website, TundraBuggy.com.

Frontiers North Adventures began taking visitors out into the Churchill Wildlife Man-agement Area more than 20 years ago. Its eff orts resulted in Tundra Buggy Adventure, a dream-of-a-lifetime excursion in a highly modifi ed four-wheel drive vehicle that takes guests deep into bear country. “Although you cannot guarantee wild-life, it is still not unusual to have half a dozen bears right outside a Tundra Buggy,” said Frontiers North’s Jaime Dzikowski. Guests oft en fi nd themselves nose-to-nose with a polar bear, separated only by a glass window, or sometimes, nothing at all, standing on an open-air platform just out of paw’s reach. It shouldn’t be surprising that, over the years, Frontiers North Adventures has

I t’s a long way to Churchill, Manitoba, Canada, population 923. Th ere are no roads. Only trains and planes come and

go to this Arctic town on the tundra. Flying yourself out of Winnipeg, it’s more than 700 miles across the barren wilderness of northern Canada to the town’s small airport (CYYQ) on the Hudson Bay. But thousands of people come to Churchill, nevertheless. In the spring and summer months, they watch nearly 300 diff erent species of birds or the thousands of Beluga whales coming into the bay to calf and mate. In the colder months of October and November, people begin showing up from every continent in the world. Every year in the fall and early winter, Churchill hosts the largest gathering of polar bears on earth.

v

POLAR BEARS AND YOUThis can be a once-in-a-lifetime chance for you safely to get up-close-and-personal with some large meat-eaters. BY LYN FREEMAN


1. The fi rst U.S. space shuttle to achieve orbit wasa) Enterpriseb) Columbiac) Discovery

2. The average life expectancy for a World War I fi ghter pilot wasa) Two yearsb) 10 daysc) Two weeks

3. What percentage of the world’s population has fl own in an airplane? a) 68 percentb) 45 percentc) 5 percent

4. On average, how many planes are in the air around the world at any given moment?a) 14,000b) 2,700c) 1.1 million

5. Out of the total pilot population, women representa) 19 percentb) 23 percentc) 6 percent

6. The fi rst woman to break the speed of sound wasa) Jacqueline Cochranb) Amelia Earhartc) Bessie Coleman

7. The Aero Club of America issued the fi rst pilot license toa) Wilbur Wrightb) Orville Wrightc) Glenn Curtiss

8. When Aerospatiale and British Aerospace offered their supersonic Concorde for sale in 1973, ___________ airlines exercised their options to buy the new airplane. a) Nineb) Four c) Zero

9. The fi rst full-pressure suit that allowed fl ights to great heights in non-pressurized aircraft was invented bya) Vladimir Petreb) Wiley Postc) G. Charles “Bud” MacAfee

10. Beginning in 1959, Fidel Castro enjoyed the fi rst Cuban state aircraft which was aa) Cessna 310b) Varga Kachinac) Piper Geronimo

11. In the 1940s, AOPA argued against a new navigational tool called the Very-high-frequency Omnidirectional Range radio (aka VOR), saying it a) Would drive up the cost of fl ying.b) Would cause many more crashes due to reverse sensing.c) Was in direct competition with another device called the Donut.

12. Great Britain was the fi rst country to build and place a commercial jet into service. The U.S.S.R. was second. The third country wasa) Franceb) Canadac) United States.

ANSWERS:

1 B Columbia took her fi rst fl ight in 1981 and fl ew 28 successful missions before exploding during re-entry in February 2003. Enterprise was a full-scale model of the orbiter except without engines. Discovery fi rst fl ew in August 1984 and accumulated the most space hours of any shuttle with 39 missions fl own in 27 years of service.

2 C In the infancy of both aviation and conse-quently aviation warfare, the fi rst fi ghter pilots had disturbingly short life spans.

3 C Despite the propagation of both aircraft and airports around the world, sadly only 5 percent of the earth’s people have fl own on an airplane.

4 A Estimates of the total number of airplanes worldwide varies from 2-3 million. Th ere is no information on how regularly they fl y or whether they’re even all airworthy. About 270,000 airplanes in the United States enjoy a current airworthiness certifi cate.

5 C Eff orts ranging from groups like Women in Aviation all the way across the aviation spectrum to the United States military will almost assuredly increase the number of females seeking voca-tional and avocational interests in aerospace.

6 A Shame on you if you guessed Amelia Earhart (!). Cochran went on to set speed records when she was well past the age of 60.

7 C Th at’s right, zero airlines exercised their op-tions for the Concorde. Eventually both the Brit-ish and the French strong-armed their govern-ments to subsidize the fi rst supersonic transport entering service.

8 C Th ough many people believe one of the Wright brothers received the fi rst pilot license, it was nonetheless awarded to Glenn Curtiss.

9 B Post actually fl ew his suit to 50,000 feet and is credited with a major discovery, the jet stream.

10 A As the Batista government fl ed, a variety of aircraft was left behind. But the four-seat Cessna was the only airplane that allowed for a pilot (Castro did not fl y) and an associate or two, sometimes the late Che Guevara.

11 A Oops. I guess we can’t all be right all the time.

12 C Surprisingly, the U.S. was running behind the pack in the 1950s when the Brits introduced the Comet followed by the Soviets and their Tupolev Tu-104. In 1958, America fi nally entered the jet airliner business with the launch of the B707.

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GGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLIIIIIIIIIIIIIIIKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEE SSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUULLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAATTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOORRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRR TTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIINNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIINNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGLLLLLLLLIIIIIIIIKKKKKKKKEEEEEEEE SSSSSSSSIIIIIIIIMMMMMMMMUUUUUUUULLLLLLLLAAAAAAAATTTTTTTTOOOOOOOORRRRRRRR TTTTTTTTRRRRRRRRAAAAAAAAIIIIIIIINNNNNNNNIIIIIIIINNNNNNNNGGGGGGGGLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEE SSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSIIIIIIIIMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUULLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAATTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOORRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRR TTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRAAAAAAAAAAAAAAAAAIIIIIIIIIINNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNIIIIIIIIIIIIIIIIIIIINNNNNNNNNNNNNNNNGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGGLIKE SIMULATOR TRAININGLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLIIIIIKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEE SSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSSIIIIMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUUULLLLLLLLLLLLLLLLLLLLLLLLLLLLLLAAAAAAAAAAAAAAAAAAAAAAAAATTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOORRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRR TTTTTTTTTTTTTTTTTTRRRRRRRRRRRAAAAAAAAAAAAAAAAIIIINNNNNNNNNNNNNNNNNNNNNNNNIIIIIINNNNNNNNNNNNGGGGGGGGGGGGGGGLLIIKKEE SSIIMMUULLAATTOORR TTRRAAIINNIINNGG

1up popa winter'13 agb - pilatus owners ops lessons in torque prist ... anais pouille, 1+...

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