POPA SPRING 2019 - Pilatus Owners and Pilots Association

ENGINE CONDITIONTREND MONITORING

VOLUME 22 | ISSUE 2 | SPRING 2019

SOMETIMES AN iPADISN’T ENOUGH

THE LEGENDARYPC-6

A VERY RARE BIRD

INTERFERENCERF & EM MITIGATION

P I L A T U SPERFORMANCE

HOW IS YOURS PERFORMING?

TORNADOESON THE TARMAC

Pilatus 19Q2.indd 1 6/6/19 11:01 AM

©2015 Finnoff Aviation Products, LLC. All rights reserved.

The Beauty of Meta� urgical Science

Pratt & Whitney Canada

PT6A-67P Engine Upgradefor the Legacy Pilatus PC-12

Design is how it works.Steve Jobs

Follow the LEADER.

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www.fi nnoff.com

To Overhaul the Old or

Go With Newincreased horsepower

Increased speed

Climb faster

Seven-year warranty from Pratt & Whitney.

WeighYour Choices Carefu� y

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Connect with us @BoseAviation © 2019 Bose Corporation. All Rights Reserved.

Composite materials provide strength, durability and a lightweight design.

Three user selectablemodes of noisecancellation to match operational preference.

Three sizes of eartips help ensure a comfortable and secure fi t.

Tap control for talk-through communication provides a “hear-through” function for o� -intercom communication.

Optimized cable engineered for protection against EMI and electrostatic discharge.

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http://www.finnoff.com/


The Beauty of Meta� urgical Science


PT6A-67P Engine Upgradefor the Legacy Pilatus PC-12

Design is how it works.Steve Jobs

Follow the LEADER.

Finnoff Aviation Productsinfo@fi nnoff | 303-444-0552

www.fi nnoff.com

To Overhaul the Old or

Go With Newincreased horsepower

Increased speed

Climb faster

Seven-year warranty from Pratt & Whitney.

WeighYour Choices Carefu� y

FINN_PC12 EngineAd_011416.indd 1 1/15/16 3:23 PM

Designed for the professional pilot, the Bose ProFlight is the most advanced aviation headset Bose has ever brought to market.The ProFlight o� ers many new features designed specifi cally for airline and corporate fl ight decks.

S E E M O R E AT B O S E .C O M / P R O F L I G H T

Connect with us @BoseAviation © 2019 Bose Corporation. All Rights Reserved.

Composite materials provide strength, durability and a lightweight design.

Three user selectablemodes of noisecancellation to match operational preference.

Three sizes of eartips help ensure a comfortable and secure fi t.

Tap control for talk-through communication provides a “hear-through” function for o� -intercom communication.

Optimized cable engineered for protection against EMI and electrostatic discharge.

A new approachto noise reduction.

NE

W

Client: BOSE - AviationAd Title: Profl ight Communications Corporate Publication: POPA Magazine - Spring 2019Trim: 8.5” x 11” • Bleed: 8.75” x 11.25” • Live: 8” x 10.5”

47478_Bose_PFCommsCorp_POPAMagazine.indd 1 4/2/19 4:37 PM

Pilatus 19Q2.indd 2-3 6/6/19 11:01 AM

TABLE OF CONTENTSIN THIS ISSUE

6 PRESIDENT’S LETTERBY JACK LONG

18 INTERFERENCEBY ISREAL PHELPS

59 VISION SENSE BY ALOE DRISCOLL

15 U-28A SUPPORTS MILITARY OPERATIONS BY CHRISTINE CULVER

11 MEET THE MEMBER WITH SUSAN PECK

CONTENTS

21 ENGINE CONDITION TREND MONITORINGBY P&WC CUSTOMER SERVICE

26 A VERY RARE BIRD: THE PC-6BY ALYSON BEHR

36 DON’T FORGET TO FLY THE AIRPLANEBY JASON FOX

9 QR CODESBY THIERRY POUILLE

31 HOW IS YOUR PILATUS PERFORMING?BY RACHEL FRIEDMAN

44 SOMETIMES AN IPAD ISN’T ENOUGHBY WAYNE RASH

47 MUSIC AND AVIATIONBY KRISTI FLEISCHMANN

62 THREAT AND ERROR MANAGEMENTBY MICHELLE SUMMERS HALLERAN

69 TORNADOES ON THE TARMACBY STEFANIE LAUBER

74 DESTINATION LOS ANGELESBY ALYSON BEHR

79 ENGINEERING AIRPLANES FOR ATHLETESBY SHAYLA B. MERRIGAN & DAVID KECK

Pilatus 19Q2.indd 4-5 6/6/19 11:01 AM

6 / POPA / SPR ING 2 019

PILATUS OWNERS AND PILOTS ASSOCIATIONSPRING 2019 | VOLUME 22 | ISSUE 2

EXECUTIVE DIRECTORLaura Mason

Phone: +1 (520) 299-7485Fax: +1 (520) 844-6161 Cell: +1 (520) 907-6976

[email protected]

PRESIDENTJack Long

VICE PRESIDENTJohn Zimmerman

SECRETARY/TREASURER Susan Peck

BOARD MEMBERSBrent McCasland, Adam Carroll,

Paul Bell, Adam Schafer

BOARD ADVISORSTom Aniello, Piotr “Pete” Wolak,

Phil Winters, Brian Cleary

AJ PUBLICATIONS STAFF

EDITORRachel B. Friedman, Ph.D.

ASSOCIATE EDITORRilee Whitaker

ART DIRECTORTrey Henderson

PHOTOGRAPHYJessica Ambats, Thierry Pouille,

Guillaume Fabry, Trey Henderson, Pilatus Aircraft

PUBLISHERThierry Pouille

ADVERTISING MANAGERNancy Konight, +1 (561) 841-1551 ext. 7

[email protected]

ADVERTISING SALESRick Vachon, +1 (508) 237-2631

[email protected]

CORPORATE OFFICES1931 Commerce Lane, Suite 5

Jupiter, FL 33458 T: +1 (561) 841-1551 F: +1 (954) 252-3935

FOR SUBSCRIPTIONS, ADDRESS CORRECTIONS, REPRINTS, AND BACK ISSUES PLEASE CONTACT

[email protected]

CONTACT THE EDITOR: [email protected]

CONTACT THE PUBLISHER: [email protected]

© 2019 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.

COVER IMAGE: Pilatus Aircraft Ltd.FEATURES IMAGE: Pilatus Aircraft Ltd.

PRINTED IN THE USA.

PRESIDENT’S LETTER

This will be my

last letter to you,

POPA members, as a Board Member and

President of POPA. POPA has term limits,

and I will complete my eighth year on the

POPA board immediately after our annual

convention this June.

In the eight years I have served on the

POPA Board, I have witnessed so many

positive changes. Full disclosure, I have

been a bystander regarding most of these

changes. First and foremost, POPA has

become even more focused on safety of

the fleet. Not only have safety topics been

prominent at our annual convention, but

POPA has launched several initiatives

that provide tangible ways for members

to hone their skills and stay proficient

in the operation of their Pilatus aircraft.

To name a few of the important safety

focused initiatives launched in the last

eight years:

• The Pilatus Pilot Proficiency Program

(PPPP) provides a structed framework

for members to go above-and-beyond

minimum insurance and FAA required

training, and earn significant dis-

counts on insurance from most major

underwriters of PC-12 aircraft.

• The FlightSafety International mem-

ber discount program which allows

POPA members to take advantage of

top-quality training at FlightSafety

with significant discounts (approx-

imately 25%) to normal rates. This

partnership was just solidified with

a commitment by FlightSafety to

continue to offer these discounts on a

multi-year basis.

• The Transition Pilot Proficiency Ini-

tiative (TPPI) program developed in

conjunction with FlightSafety, which

offers newly transitioning PC-12 pilots

a unique opportunity to engage in

special ground and Level D simula-

tor training, above-and-beyond what

is normally covered in most initial

courses.

• An In-Aircraft Training Program

offered in conjunction with SIMCOM

Aviation Training.

• Two POPA produced safety videos re-

garding short-field operations and the

stick shaker-pusher system.

I hope you take advantage of these

programs. Nothing is more important to

your Board than helping assure the safety

of our members and the entire fleet. Not

only is safety a moral imperative, it also

serves to keep our insurance rates rea-

sonable, and enhance value retention in

our aircraft.

While safety has been a prime focus,

in the last eight years POPA also initiated

a money-saving discount program for

fuel with UVAir. We also held our first

ever convention outside the United States

(Quebec City, Canada in 2016) in order to

broaden our reach. Activity on the POPA

discussion forum has increased many-

fold. All of these efforts combined, along

with the growth in the fleet, have resulted

in an over 90% increase in POPA mem-

bership since 2011!

Internally, we have matured the or-

ganization with more formal financial

reporting and controls, a more deliberate

approach to recruiting Board Members

to reflect the diversity of PC-12 operators,

and electing Officers based on their will-

ingness and ability to contribute, rather

than just tenure on the Board. Over the

long term, a strong Board combined with

strong staff leadership (in the form of our

fabulous Executive Director, Laura Ma-

son, for more than the past two decades)

will be the keys to POPA continuing to

grow and adjust as needed.

One very important thing has not

changed in the last eight years – POPA’s

close and constructive relationship with

Pilatus Aircraft. POPA has always believed

a constructive relationship with Pilatus

is the most productive for our members.

I believe time has proven this to be true.

While POPA cannot take sole credit for

that result, I believe POPA’s approach to

addressing problems with Pilatus has

paid dividends for our members.

Looking forward, POPA needs to

continue expanding efforts to add value

to pro pilots, fleet, and other commercial

operators. With the growing fleet of PC-

24 jets, POPA will also need to find ways

to serve this new group of Pilatus aircraft

operators.

Finally, if you are interested in getting

more involved with POPA (as a Board

Member, for example), please contact

Laura Mason and express your interest.

POPA can only continue to grow and ex-

pand its value to the membership with a

committed group of volunteer leaders. As

one of our Board Members said recently,

after spending many years harvesting the

value of POPA, he felt compelled to give

something back.

I am looking forward to seeing you at

the June 2019 Convention at Terranea Re-

sort in Rancho Palos Verdes, CA. We have

a great program planned. While I will be

fading out of my formal role at POPA, rest

assured... I will continue to contribute to

the POPA forums and in as many other

ways as I can muster.

Sincerely,

Jack Long

spring 2019 update FROM THE PRESIDENT

Pilatus 19Q2.indd 6-7 6/6/19 11:01 AM


PILATUS OWNERS AND PILOTS ASSOCIATIONSPRING 2019 | VOLUME 22 | ISSUE 2

EXECUTIVE DIRECTORLaura Mason

Phone: +1 (520) 299-7485Fax: +1 (520) 844-6161 Cell: +1 (520) 907-6976

[email protected]

PRESIDENTJack Long

VICE PRESIDENTJohn Zimmerman

SECRETARY/TREASURER Susan Peck

BOARD MEMBERSBrent McCasland, Adam Carroll,

Paul Bell, Adam Schafer

BOARD ADVISORSTom Aniello, Piotr “Pete” Wolak,

Phil Winters, Brian Cleary

AJ PUBLICATIONS STAFF

EDITORRachel B. Friedman, Ph.D.

ASSOCIATE EDITORRilee Whitaker

ART DIRECTORTrey Henderson

PHOTOGRAPHYJessica Ambats, Thierry Pouille,

Guillaume Fabry, Trey Henderson, Pilatus Aircraft

PUBLISHERThierry Pouille

ADVERTISING MANAGERNancy Konight, +1 (561) 841-1551 ext. 7

[email protected]

ADVERTISING SALESRick Vachon, +1 (508) 237-2631

[email protected]

CORPORATE OFFICES1931 Commerce Lane, Suite 5

Jupiter, FL 33458 T: +1 (561) 841-1551 F: +1 (954) 252-3935

FOR SUBSCRIPTIONS, ADDRESS CORRECTIONS, REPRINTS, AND BACK ISSUES PLEASE CONTACT

[email protected]

CONTACT THE EDITOR: [email protected]

CONTACT THE PUBLISHER: [email protected]

© 2019 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.

COVER IMAGE: Pilatus Aircraft Ltd.FEATURES IMAGE: Pilatus Aircraft Ltd.

PRINTED IN THE USA.

PRESIDENT’S LETTER

This will be my

last letter to you,

POPA members, as a Board Member and

President of POPA. POPA has term limits,

and I will complete my eighth year on the

POPA board immediately after our annual

convention this June.

In the eight years I have served on the

POPA Board, I have witnessed so many

positive changes. Full disclosure, I have

been a bystander regarding most of these

changes. First and foremost, POPA has

become even more focused on safety of

the fleet. Not only have safety topics been

prominent at our annual convention, but

POPA has launched several initiatives

that provide tangible ways for members

to hone their skills and stay proficient

in the operation of their Pilatus aircraft.

To name a few of the important safety

focused initiatives launched in the last

eight years:

• The Pilatus Pilot Proficiency Program

(PPPP) provides a structed framework

for members to go above-and-beyond

minimum insurance and FAA required

training, and earn significant dis-

counts on insurance from most major

underwriters of PC-12 aircraft.

• The FlightSafety International mem-

ber discount program which allows

POPA members to take advantage of

top-quality training at FlightSafety

with significant discounts (approx-

imately 25%) to normal rates. This

partnership was just solidified with

a commitment by FlightSafety to

continue to offer these discounts on a

multi-year basis.

• The Transition Pilot Proficiency Ini-

tiative (TPPI) program developed in

conjunction with FlightSafety, which

offers newly transitioning PC-12 pilots

a unique opportunity to engage in

special ground and Level D simula-

tor training, above-and-beyond what

is normally covered in most initial

courses.

• An In-Aircraft Training Program

offered in conjunction with SIMCOM

Aviation Training.

• Two POPA produced safety videos re-

garding short-field operations and the

stick shaker-pusher system.

I hope you take advantage of these

programs. Nothing is more important to

your Board than helping assure the safety

of our members and the entire fleet. Not

only is safety a moral imperative, it also

serves to keep our insurance rates rea-

sonable, and enhance value retention in

our aircraft.

While safety has been a prime focus,

in the last eight years POPA also initiated

a money-saving discount program for

fuel with UVAir. We also held our first

ever convention outside the United States

(Quebec City, Canada in 2016) in order to

broaden our reach. Activity on the POPA

discussion forum has increased many-

fold. All of these efforts combined, along

with the growth in the fleet, have resulted

in an over 90% increase in POPA mem-

bership since 2011!

Internally, we have matured the or-

ganization with more formal financial

reporting and controls, a more deliberate

approach to recruiting Board Members

to reflect the diversity of PC-12 operators,

and electing Officers based on their will-

ingness and ability to contribute, rather

than just tenure on the Board. Over the

long term, a strong Board combined with

strong staff leadership (in the form of our

fabulous Executive Director, Laura Ma-

son, for more than the past two decades)

will be the keys to POPA continuing to

grow and adjust as needed.

One very important thing has not

changed in the last eight years – POPA’s

close and constructive relationship with

Pilatus Aircraft. POPA has always believed

a constructive relationship with Pilatus

is the most productive for our members.

I believe time has proven this to be true.

While POPA cannot take sole credit for

that result, I believe POPA’s approach to

addressing problems with Pilatus has

paid dividends for our members.

Looking forward, POPA needs to

continue expanding efforts to add value

to pro pilots, fleet, and other commercial

operators. With the growing fleet of PC-

24 jets, POPA will also need to find ways

to serve this new group of Pilatus aircraft

operators.

Finally, if you are interested in getting

more involved with POPA (as a Board

Member, for example), please contact

Laura Mason and express your interest.

POPA can only continue to grow and ex-

pand its value to the membership with a

committed group of volunteer leaders. As

one of our Board Members said recently,

after spending many years harvesting the

value of POPA, he felt compelled to give

something back.

I am looking forward to seeing you at

the June 2019 Convention at Terranea Re-

sort in Rancho Palos Verdes, CA. We have

a great program planned. While I will be

fading out of my formal role at POPA, rest

assured... I will continue to contribute to

the POPA forums and in as many other

ways as I can muster.

Sincerely,

Jack Long

spring 2019 update FROM THE PRESIDENT

Pilatus 19Q2.indd 6-7 6/6/19 11:01 AM

tel:+1 (520) 299-7485

tel:+1 (520) 844-6161

tel:+1 (520) 907-6976

mailto:[email protected]

tel:+1 (561) 841-1551


tel:+1 (508) 237-2631


tel:+1 (561) 841-1551

tel:+1 (954) 252-3935




SPR ING 2 019 / POPA / 9

THIERRY POUILLE’S

QUARTERLYQR CODES

21 3 4 5

I hope all of you have been enjoying my interactive POPA column with the QR codes. Technology offers us so many ways to access the world and the information in these videos are both in-teresting and informative. They also demonstrate the diversity and uniqueness of the Pilatus aircraft.

In this edition, I would like you to watch five really great videos including a cat-astrophic failure, an amazing PC-24 delivery, a dangerous mountain operation, a St. Barths Landing, and a winter storm approach.

Colorful PC-24 Delivery: The livery on this brand new PC-24 is one-of-a-kind. Scan this code to take a look for yourself!

PC-6 Dangerous Mountain Operations: This skilled pilot conducts regular opera-tions in the mountains of Indonesia. Watch as he takes off and lands on a tough, in-clined, unpaved runway.

PC-12 Catastrophic Failure: Watch as this skilled PC-12 pilot loses the engine on take-off and skilfully glides the aircraft back to the runway.

PC-12 St Barths Landing: This video cap-tures an exciting approach and landing into St Barths

PC-12 Winter Storm Approach: Watch as this pilot battles the elements and flies a challenging approach into Aspen, Colorado.

12

3

45

Pilatus 19Q2.indd 8-9 6/6/19 11:01 AM

MEETMEMBER

THE


Since 1966, Aero Wheel & Brake Service Corporation has provided repair, remanufacturing and retreading services for general aviation, corporate, commuter and jet transport aircraft worldwide.

Our capabilities cover most aircraft type, and include specific NDT and ancillary functions for overhaul and return to service of wheels and brakes. We have excellent standard turn times for all minor services, and expedited, quick-turn service is also available. We have received numerous quality and on-time delivery awards from OEMS.

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Pilatus 19Q2.indd 10-11 6/6/19 11:02 AM

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MEETMEMBER

THE


Since 1966, Aero Wheel & Brake Service Corporation has provided repair, remanufacturing and retreading services for general aviation, corporate, commuter and jet transport aircraft worldwide.

Our capabilities cover most aircraft type, and include specific NDT and ancillary functions for overhaul and return to service of wheels and brakes. We have excellent standard turn times for all minor services, and expedited, quick-turn service is also available. We have received numerous quality and on-time delivery awards from OEMS.



6900 Acco StreetMontebello, CA 90640www.aerowbs.com

Ph: (323) 727-6000Fax: (323) 727-6998Email: [email protected]

Contact Information Government Entities

SEE OURSISTER COMPANYDESSER TIRE

WWW.DESSER.COM

Process - (In House)Paint Removal (PRAM), Visual Inspection, Non-Destructive Inspection, Repair, Paint, Assemble, Tire Mounting

Non-Destructive TestingEddy Current, Liquid Penetrant, Magnetic Particle

RETURN SHIPPINGFAA Repair Station

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free(most wheels and corporate brakes, 48 Cont. USA)

Pilatus 19Q2.indd 10-11 6/6/19 11:02 AM

What airplane(s) do you currently fly and how many hours do you have in it?I currently fly a Cessna Turbo 206 with about 800 hours in it. We purchased our PC-12 in 2016. I was fortunate enough to fly it back right seat from Switzerland. I currently have 23 hours in my PC-12 but working on more. We have a pilot that flies us to our destinations.

What is your favorite vacation spot? Little Palm Island in the FL keys. You are totally unplugged there. It’s a quiet, secluded place with 5-star food. We spent a week there, and I’d go back tomorrow if I could.

What was your favorite things about flying to NY? Flying up the Hudson in the Husky with my partner. He flew out after the ARC to join me and we flew the Hudson then back to CA.

Favorite flying experience? The Air Race Classic. I flew it with a girlfriend in a new Husky…. we didn’t win, but it was a lot of fun. I met women from around the world in that air race and developed friends for life.

What drew you to flying? After selling my business and retiring, Dana suggested I learn to fly. He purchased a Cessna Turbo 182 and I learned to fly, a decision he might regret now, as I love to fly.

What is your career background? Graduate of Fresno State in Plant Science. I learned the ropes as a sales rep for 10 years then started my own business a chemical lawn care company, similar to Chemlawn. I sold it after 23 years.

How many hours do you currently have? I have about 1500 hours currently, mostly in the Cessna 206.

What is the first plane you ever flew? A new Cessna Turbo 182 with G1000, we purchased it so I could learn to fly.

Do you have any recommendations for pilots out there? Fly as much as you can and to as many locations, too. Every airport is unique in some way and the folks are darn friendly. Fly up the Hudson River if you haven’t done it. It’s a fabu-lous experience and will send shivers up your spine when you circle the Statue of Liberty. Don’t forget to stop in TN as well. The scenery and people are wonderful.

SUSAN PECKwith


MEET THE MEMBER

Pilatus 19Q2.indd 12-13 6/6/19 11:02 AM

U-28 SUPPORTS WORLDWIDE MILITARY OPERATIONS

The United States Special Operations Command (SOCOM) and Air Force Special Operations Com-mand (AFSOC) procured

the U-28A - a modified single-engine PC-12 - in 2006 for a variety of non-standard military aviation missions.

“The PC-12 NG is actively deployed by special operations insiders in some of the most austere and harsh environments around the globe,” re-ported Pilatus.

The Air Force opted to modify the existing PC-12 for their operational needs rather than going through the design process for a new military aircraft – saving both time and money. The U-28A is outfitted with tactical communications capabilities, aircraft survivability equipment and advanced navigation systems to support a variety

The opinions expressed in this article are the author’s alone and do not represent

the opinions or practices of her employer. [ ]SPR ING 2 019 / POPA / 15

By CHRISTINE CULVER

Pilatus 19Q2.indd 14-15 6/6/19 11:02 AM

Factory Authorized Service inthe Middle of the Mitten

Signature TECHNICAir Grand Rapids

Signature TECHNICAir Grand Rapids combines the trust andcapabilities that a Pilatus Authorized Service Center can providewith a convenient location in Central Michigan. Why fly furtherthan you have to when your aircraft’s experts are a short flight away?

• Standard line maintenance to major inspections & overhaul

• Avionics repair, upgrades, and new installations, including WiFi & AirText

• Interior refurbishment, repair, and customization

Your certified Pilatus Service Center experts for Michigan

TECHNICAir.com/GRRT +1 616 336 4736M +1 616 745 7696

[email protected]

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There are only two ways to experience Ocean Reef Club’s Unique Way of Life – as a guest of a member or through the pages of Living magazine. Visit OceanReefClubMagazine.comor call 305.367.5921 to request your complimentary copy.

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of advance intelligence missions. During operations Enduring Freedom

and Iraqi Freedom, the U-28A serviced tactical airborne intelligence, surveil-lance and reconnaissance missions. The U-28A has also served in counter-drug, counter-terrorism operations, humani-tarian operations, and search and rescue missions around the world.

The PC-12 was chosen by the U.S. Air Force because of its outstanding reliability and performance as well as relatively low maintenance costs. Other attributes that made choosing the PC-12 easy included its ability to operate off short and un-paved runways while still carrying a fair amount of critical payload and person-nel and the large cargo door that makes supply-delivering missions easier and more efficient than aircraft in the same size category. The small size of the U-28A gives flexibility in essential cargo and

personnel transport missions to remote locations.

“Up until now, each mission required its unique set of equipment and special-ized personnel to manage and operate the assets,” reports Pilatus. With the design features of the U-28A, that is no longer the case. The U-28A accomplishes many of the Air Force’s missions seamlessly.

Initially, the Air Force used civilian paint schemes and civil registration codes to aid in disguising the aircraft operating in sensitive missions.

The aircraft operates with a crew of three to four and can accommodate up to nine passenger seats. The aircraft boasts a maximum takeoff weight of 10,500 pounds (2,845 pounds of cargo capability), a cruise speed of 285 knots, and up to an 1800-mile range. Fully retrofitted, the U-28A costs $16.5 million - compared to $4.05 million for the civilian PC-12. There

is an estimated 28 U-28A’s in service for the U.S. Air Force across three squadrons.

Several European countries - Finland, Switzerland, and Bulgaria - also use variants of the Pilatus PC-12 to conduct similar missions of the U-28A.

“Serving both civilian and military markets, Pilatus continues its reputation as the leader in precision engineering by incorporating the most modern design techniques in every aircraft it produces,” boasts Pilatus. “Pilatus is committed to the future innovation of special mission aircraft.” P

CHRISTINE CULVER is a freelance aviation journalist and private pilot with a passion for everything aviation. She holds a B.S. in Air Traffic Management with minors in Aviation Safety and Communication from Embry-Riddle Aeronautical University. Chrissi is involved with Women in Aviation and thrives to inspire the next generation of aviators through volunteering, community outreach and mentorship.


U-28 SUPPORTS MILITARY OPS

Pilatus 19Q2.indd 16-17 6/6/19 11:02 AM

Factory Authorized Service inthe Middle of the Mitten

Signature TECHNICAir Grand Rapids

Signature TECHNICAir Grand Rapids combines the trust andcapabilities that a Pilatus Authorized Service Center can providewith a convenient location in Central Michigan. Why fly furtherthan you have to when your aircraft’s experts are a short flight away?

• Standard line maintenance to major inspections & overhaul

• Avionics repair, upgrades, and new installations, including WiFi & AirText

• Interior refurbishment, repair, and customization

Your certified Pilatus Service Center experts for Michigan

TECHNICAir.com/GRRT +1 616 336 4736M +1 616 745 7696

[email protected]

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There are only two ways to experience Ocean Reef Club’s Unique Way of Life – as a guest of a member or through the pages of Living magazine. Visit OceanReefClubMagazine.comor call 305.367.5921 to request your complimentary copy.

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ORC48353 POPA-MagazineAd.indd 1 1/3/19 11:33 AM

of advance intelligence missions. During operations Enduring Freedom

and Iraqi Freedom, the U-28A serviced tactical airborne intelligence, surveil-lance and reconnaissance missions. The U-28A has also served in counter-drug, counter-terrorism operations, humani-tarian operations, and search and rescue missions around the world.

The PC-12 was chosen by the U.S. Air Force because of its outstanding reliability and performance as well as relatively low maintenance costs. Other attributes that made choosing the PC-12 easy included its ability to operate off short and un-paved runways while still carrying a fair amount of critical payload and person-nel and the large cargo door that makes supply-delivering missions easier and more efficient than aircraft in the same size category. The small size of the U-28A gives flexibility in essential cargo and

personnel transport missions to remote locations.

“Up until now, each mission required its unique set of equipment and special-ized personnel to manage and operate the assets,” reports Pilatus. With the design features of the U-28A, that is no longer the case. The U-28A accomplishes many of the Air Force’s missions seamlessly.

Initially, the Air Force used civilian paint schemes and civil registration codes to aid in disguising the aircraft operating in sensitive missions.

The aircraft operates with a crew of three to four and can accommodate up to nine passenger seats. The aircraft boasts a maximum takeoff weight of 10,500 pounds (2,845 pounds of cargo capability), a cruise speed of 285 knots, and up to an 1800-mile range. Fully retrofitted, the U-28A costs $16.5 million - compared to $4.05 million for the civilian PC-12. There

is an estimated 28 U-28A’s in service for the U.S. Air Force across three squadrons.

Several European countries - Finland, Switzerland, and Bulgaria - also use variants of the Pilatus PC-12 to conduct similar missions of the U-28A.

“Serving both civilian and military markets, Pilatus continues its reputation as the leader in precision engineering by incorporating the most modern design techniques in every aircraft it produces,” boasts Pilatus. “Pilatus is committed to the future innovation of special mission aircraft.” P

CHRISTINE CULVER is a freelance aviation journalist and private pilot with a passion for everything aviation. She holds a B.S. in Air Traffic Management with minors in Aviation Safety and Communication from Embry-Riddle Aeronautical University. Chrissi is involved with Women in Aviation and thrives to inspire the next generation of aviators through volunteering, community outreach and mentorship.


U-28 SUPPORTS MILITARY OPS

Pilatus 19Q2.indd 16-17 6/6/19 11:02 AM

tel:+1 616 336 4736

tel:+1 616 745 7696


Flying around and through weather presents unique challenges added to that of routine flight. While flying through rain, snow, ice and dust, we have all experienced the static over the coms and the erroneous indications from the CDI when tuned to a VOR. Radio frequency

interference and electromagnetic interference are both intrinsic to all aircraft. Manufacturers of avionics and aircraft have been working for decades to reduce the effects of both, however they have not suc-ceeded in completely eliminating either.

It may not seem like the wicks do much sitting out there on the trailing edges of your wings and on the horizontal and vertical sta-bilizers. However, the static wick silently plays an important role in dissipating radio frequency interference. As you fly through the air, your aircraft is experiencing a great deal of friction between the air and the airframe. This friction allows the buildup of positive and neg-ative charges, and the static wicks are there to help to dissipate those charges.

These static charges building up within an aircraft what affects the communications and navigation equipment by creating radio frequen-cy interference. Precipitation static enhances this effect. Precipita-tion static occurs when you fly through rain, ice, snow and volcanic ash. Radio frequency interference is caused by electrical fields that are mostly found along the trailing edges of the wing and tail. This is why we have static wicks. The static wicks discharge the electricity before it becomes radio frequency interference. Over time, static wicks become worn out from discharging all that electricity, and when this happens, you can start to experience radio frequency interference.

When it comes time to replace static wicks, your repair manual will have the part number for the proper static wick. It is important to use the static wick that Pilatus has recommended as they have determined which static wick works best for the airframe. There are other options to buy and it may be tempting as the price could possibly be lower, but if you use the wrong wick, you may end up with more of an issue then you started with.

Electromagnetic interference, which is very similar to radio fre-quency interference, is caused by the electronics and avionics in the aircraft, lightning, aircraft power sources and electrostatic discharge etc. Newer aircraft with all electronic avionics are very susceptible to electromagnetic interference as all of the electrical components are capable of emitting electrical noise which may be heard through your headset. Manufacturers of avionics have been working to eliminate the noise by shielding the electronics.

Shielding is the practice of protecting against electromagnetic fields. Avionics manufacturers use conductive and magnetic materials to block the interference within the internal components of the avionics. Shielding individual electronic devices help to reduce the effects of electromagnetic fields and radio waves.

Engineers have been working toward eliminating this problem, but they still have a long way to go. Though they have found that shielding helps to block electromagnetic interference and static wicks to dissipate radio frequency interference, it is still present and will persist. Until there is technology that can completely eliminate the interference, we will continue to experience it while we fly.

INTERFERENCE(INTERFERENCE)

P

PHOTO: PILATUS AIRCRAFT LTD.

ISREAL PHELPS flies the Pilatus exclu-sively, with over 4400 total hours and 2600 hours in the Pilatus PC-12. Phelps, a graduate of Embry-Riddle Aeronautical University has over 13 years of experi-ence as a CFI.

18 / P OPA / SPR ING 2 019 SPR ING 2 019 / POPA / 19

By ISREAL PHELPS

INTERFERENCE

Pilatus 19Q2.indd 18-19 6/6/19 11:02 AM

ENGINECONDITION TRENDMONITORING


By

P&

WC

CU

ST

OM

ER

SER

VIC

E

Pilatus 19Q2.indd 20-21 6/6/19 11:02 AM

Factory authorized Pilatus PC-12 and PC-24sales & support throughout the Northeastern USA.

Brand new 50,000 Sq.ft facility now fully operational.

8 Kelly Ave, Londonderry, NH 03053 (KHMT )

Tel 877 345 1918

SALES & SUPPORTTHROUGHOUT THENORTHEAST

Whether it involves recording and en-tering data manually or using the latest automated Digital

Engine Services, Engine Condition Trend Monitoring delivers net gains for all Pilatus PC-12 operators.

A Worthwhile Payoff Rob Winchcomb, PT6A Customer

Manager at Pratt & Whitney, is the first to admit that doing Engine Condition Trend Monitoring (ECTM) by hand is a hassle.

It requires writing down key engine and aircraft data at a set time during each flight once the plane is at a stable cruising speed, entering the recorded figures into a computer after landing and sending them to the analysis company for comparison with results from previous flights.

For busy operators who already have lots on their plate during a flight, the ex-

tra work might seem like an unnecessary nuisance. That’s why Rob’s customers al-ways ask him the same question: “What’s in it for me?”

He’s been telling them the same thing for 25 years: “ECTM puts money in your pocket. It increases your aircraft’s time in the air, and you can be confident that you can take off when you need to.”

Rob walks the talk. Thirty years ago, before joining P&W, he was on the other side of the fence as a customer. He began his aviation career with the Royal Flying Doctor Service as well as other regional airlines in Australia. Back then, he was already a strong proponent for recording and using engine condition data, despite having to do it all the hard way—com-puting the trend values by hand on a Texas Instruments calculator and plotting his own handmade ECTM graphs.

“On any aircraft engine, there are a lot of moving parts and natural wear

and tear over time. You don’t see it, but it’s happening. You can keep your eye on all those parts and track changes with ECTM. No more Texas instruments calcu-lator – it’s worth it!” says Rob.

A Little Effort, A Lot Gained“While our PT6A engines are very

reliable from one inspection to the next, the question is, why not take the next step? With ECTM, you can optimize your performance and maintenance planning,” says Rob. “It doesn’t cost you much con-sidering the gains it will bring.”

How it worksBy looking at data on power, speed and

fuel flow on a flight-to-flight basis, ECTM can identify subtle changes in an engine’s performance. This is where P&W’s engine health monitoring partner, CAMP Sys-tems, will let operators and maintenance teams know if any actions are required.

What caused the sudden 10-degree

PHOTO: PILATUS AIRCRAFT LTD.SPR ING 2 019 / POPA / 23

ENGINE CONDITION TREND MONITORING

Pilatus 19Q2.indd 22-23 6/6/19 11:02 AM

KNOW YOUR PT6A FROM THE INSIDE OUTP&WC’s turnkey FAST™ solution captures, analyzes and sends engine and aircraft parameters electronically to customers. By providing actionable preventive alerts and prognostics, we empower operators to make informed decisions, reduce costs and troubleshoot issues before they happen. With the FAST™ solution, we take the words rapid response to a new level. It’s that easy. It’s that powerful.

FAST™ Solution:

• Helps create a more fully planned maintenance environment

• Helps reduce operating costs and maintenance workload

• Supports increased aircraft residual value

TO LEARN MORE, VISIT PWC.CA

FAST™

SOLUTION

PREVENTIVE, ACTIONABLE & WIRELESS

19-0261 / 04-2019

increase in temperature? Is an increased power load due to excess air leaking from the cabin rather than an issue with the engine itself? Do you need to take a look at the compressor? ECTM will tell you.

This kind of detailed insight into en-gine performance means that potential issues can be detected and solved before they turn into costly repairs and upset operation. It also makes it easier for PC-12 operators to move to on-condition hot section engine inspections.

Rob adds: “The worst thing that can happen to you if you’re an individual operator is for your aircraft to be suddenly unavailable because of an unscheduled maintenance event.” You want to know your engine is in good health, 24/7/365, especially when you launch an aircraft into a remote place.

There’s also a financial benefit when selling a used aircraft. If you’ve been con-sistently performing ECTM, you’ll have a

record to show potential buyers that the engine is well maintained. That will give them more confidence, which in turn could boost your aircraft’s resale value.

Automated ECTM and More with the FAST™ Solution

Today, many operators can also enjoy all the advantages of ECTM with P&W’s FAST™ Solution for proactive engine health management system.

The FAST solution records, analyzes and wirelessly transmits a wide range of engine and aircraft data after each flight, so that operators can receive detailed, customized alerts and trend monitoring information, within minutes of engine shutdown

“FAST is the direction I would like all our customers to take, but it’s not yet available for some older aircraft, so oper-ators can review our diagnostics solutions page online to see which option is best

for them to capture the correct data at the correct time. I wish I’d had this technolo-gy 30 years ago,” remarks Rob. “It’s light years ahead of what we were doing back then—and it keeps evolving.”

One such example, the company is looking at, is the introduction of FAST’s propeller vibration trend monitoring technology. While it is currently avail-able for regional turboprop aircraft, we are looking to offer it for PT6A-powered aircraft in the future.

Ultimately, though, what’s most im-portant is to be doing ECTM, no matter whether it’s with pen and paper or state-of-the-art digital solutions. “When I talk to customers about FAST,” Rob concludes, “I hope they are thinking about how it can help them save money, and make money!”

There are a number of PT6A engine technical tips on P&WC’s Airtime mainte-nance blog. Visit us at airtime.pwc.ca. P



Pilatus 19Q2.indd 24-25 6/6/19 11:02 AM

http://airtime.pwc.ca/

KNOW YOUR PT6A FROM THE INSIDE OUTP&WC’s turnkey FAST™ solution captures, analyzes and sends engine and aircraft parameters electronically to customers. By providing actionable preventive alerts and prognostics, we empower operators to make informed decisions, reduce costs and troubleshoot issues before they happen. With the FAST™ solution, we take the words rapid response to a new level. It’s that easy. It’s that powerful.

FAST™ Solution:

• Helps create a more fully planned maintenance environment

• Helps reduce operating costs and maintenance workload

• Supports increased aircraft residual value

TO LEARN MORE, VISIT PWC.CA

FAST™

SOLUTION

PREVENTIVE, ACTIONABLE & WIRELESS

19-0261 / 04-2019

increase in temperature? Is an increased power load due to excess air leaking from the cabin rather than an issue with the engine itself? Do you need to take a look at the compressor? ECTM will tell you.

This kind of detailed insight into en-gine performance means that potential issues can be detected and solved before they turn into costly repairs and upset operation. It also makes it easier for PC-12 operators to move to on-condition hot section engine inspections.

Rob adds: “The worst thing that can happen to you if you’re an individual operator is for your aircraft to be suddenly unavailable because of an unscheduled maintenance event.” You want to know your engine is in good health, 24/7/365, especially when you launch an aircraft into a remote place.

There’s also a financial benefit when selling a used aircraft. If you’ve been con-sistently performing ECTM, you’ll have a

record to show potential buyers that the engine is well maintained. That will give them more confidence, which in turn could boost your aircraft’s resale value.

Automated ECTM and More with the FAST™ Solution

Today, many operators can also enjoy all the advantages of ECTM with P&W’s FAST™ Solution for proactive engine health management system.

The FAST solution records, analyzes and wirelessly transmits a wide range of engine and aircraft data after each flight, so that operators can receive detailed, customized alerts and trend monitoring information, within minutes of engine shutdown

“FAST is the direction I would like all our customers to take, but it’s not yet available for some older aircraft, so oper-ators can review our diagnostics solutions page online to see which option is best

for them to capture the correct data at the correct time. I wish I’d had this technolo-gy 30 years ago,” remarks Rob. “It’s light years ahead of what we were doing back then—and it keeps evolving.”

One such example, the company is looking at, is the introduction of FAST’s propeller vibration trend monitoring technology. While it is currently avail-able for regional turboprop aircraft, we are looking to offer it for PT6A-powered aircraft in the future.

Ultimately, though, what’s most im-portant is to be doing ECTM, no matter whether it’s with pen and paper or state-of-the-art digital solutions. “When I talk to customers about FAST,” Rob concludes, “I hope they are thinking about how it can help them save money, and make money!”

There are a number of PT6A engine technical tips on P&WC’s Airtime mainte-nance blog. Visit us at airtime.pwc.ca. P



Pilatus 19Q2.indd 24-25 6/6/19 11:02 AM

http://pwc.ca/

To say the PC-6 does things no other airplane can do is putting it mildly, but that’s how Tom Cawley chose to describe the aircraft, aka the “Pilatus Porter.” Cawley has had a 35-year love affair with the aircraft. He instructs in it, ferries them, repairs them, imports and exports them, and inspects them.

The PC-6 holds numerous world records including the high-est altitude landing by a fixed wing aircraft when the PC-6 called “Yeti” landed on the Dhaulagiri glacier in Nepal. Cawley says it landed at 5,750 m, only a few thousand feet below the summit of Mount Everest.

In 1983, Dennis Coffey, piloted an Australian Army PC-6/B1-H2 from Carnarvon on Australia’s west coast to the east coast, Brisbane, Queensland. This established a certified World Record in the category of "Distance in a straight line,” some 3,893 km, accomplished by flying as high as 27,000 ft and in -41°C temperatures.

It also holds the world record for towing the largest adver-tising banner with a size of 1500 m2 (25x60m) by a PC-6/B2-H4. The pilot, Juergen Riedel, flew it over Bremen, Germany.

N394R, a PC-6/C-H2, owned by Skydive Texas, is notorious in skydiving circles. It has set a few insane records including when skydiver Michael Zang made 500 skydives in 24 hours. The average time per jump was 2:45. 94R took about a min-ute to reach 2,100 feet, then a 40 second jump for Michael, over and over. They fueled the aircraft and themselves every three hours. It now holds the record for the most takeoff and landings in 24 hours. With pilot Tom Bishop at the controls, it flew 424 consecutive takeoff and landings with no relief for 21 hours straight.

THE PC-6 IS AN AIRPLANE LEGENDS ARE MADE OF


ALYSON BEHR is a highly-experienced aviation and technology journalist. A former editor at Plane & Pilot Magazine, Behr holds ATP, ASEL, and ASES Commercial certificates along with MEI, CFI-I and CFI-A instructor ratings. She built an aerobatic aircraft and has owned numerous aircraft. On the tech-nology side, Behr writes for publications like Ars Technica, PC Magazine, Computerworld, and SD Times. She is also a seasoned cor-porate communications/marketing content consultant.

SPR ING 2 019 / POPA / 2726 / POPA / SPR ING 2 019

VERYRAREBIRDA B

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HR

Pilatus 19Q2.indd 26-27 6/6/19 11:02 AM

To say the PC-6 does things no other airplane can do is putting it mildly, but that’s how Tom Cawley chose to describe the aircraft, aka the “Pilatus Porter.” Cawley has had a 35-year love affair with the aircraft. He instructs in it, ferries them, repairs them, imports and exports them, and inspects them.

The PC-6 holds numerous world records including the high-est altitude landing by a fixed wing aircraft when the PC-6 called “Yeti” landed on the Dhaulagiri glacier in Nepal. Cawley says it landed at 5,750 m, only a few thousand feet below the summit of Mount Everest.

In 1983, Dennis Coffey, piloted an Australian Army PC-6/B1-H2 from Carnarvon on Australia’s west coast to the east coast, Brisbane, Queensland. This established a certified World Record in the category of "Distance in a straight line,” some 3,893 km, accomplished by flying as high as 27,000 ft and in -41°C temperatures.

It also holds the world record for towing the largest adver-tising banner with a size of 1500 m2 (25x60m) by a PC-6/B2-H4. The pilot, Juergen Riedel, flew it over Bremen, Germany.

N394R, a PC-6/C-H2, owned by Skydive Texas, is notorious in skydiving circles. It has set a few insane records including when skydiver Michael Zang made 500 skydives in 24 hours. The average time per jump was 2:45. 94R took about a min-ute to reach 2,100 feet, then a 40 second jump for Michael, over and over. They fueled the aircraft and themselves every three hours. It now holds the record for the most takeoff and landings in 24 hours. With pilot Tom Bishop at the controls, it flew 424 consecutive takeoff and landings with no relief for 21 hours straight.

THE PC-6 IS AN AIRPLANE LEGENDS ARE MADE OF


ALYSON BEHR is a highly-experienced aviation and technology journalist. A former editor at Plane & Pilot Magazine, Behr holds ATP, ASEL, and ASES Commercial certificates along with MEI, CFI-I and CFI-A instructor ratings. She built an aerobatic aircraft and has owned numerous aircraft. On the tech-nology side, Behr writes for publications like Ars Technica, PC Magazine, Computerworld, and SD Times. She is also a seasoned cor-porate communications/marketing content consultant.


VERYRAREBIRDA By

ALY

SO

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EH

R

Pilatus 19Q2.indd 26-27 6/6/19 11:02 AM

Redefining STOLCawley doesn’t just hang the standard

STOL moniker on it. He calls it a VERY short field airplane, saying that under the right circumstances with a good pilot, the Porter can take off in almost three aircraft lengths. Factory specifica-tions have it with a take-off distance of 1,444 ft, landing within 1,033 ft with a maximum range of 830 nm.

The powerful turbo-prop generates lots of torque and as Cawley said, likes to turn left on takeoff and turn left on landing. He cautioned that it’s not a plane for people with dead feet, but no tailwheel is. He jokingly comment-ed that crane operators and bulldozer drivers make the best tailwheel students because they operate equipment all day long with their feet.

A Force to Be Reckoned WithThe PC-6 began life in 1959 and

by 1961 was equipped with the French-manufactured Astazou II pow-erplant, an early turbo-prop. As the turbo-prop engine matured, became more powerful, more reliable and other manufacturers began building them, the Garrett Air Research TPE 331 became its standard engine. In 1996, the PC-6 was equipped with the Pratt & Whit-ney PT6A that drives a fully reversible, constant-speed, three-bladed HC-B3TN-3D, or a four-bladed HC-D4N-3P unit Hartzell aluminum propeller with a re-duction gearbox. Cawley points out that

the four-bladed prop is preferable in Europe due to stringent noise abatement regulations.

The Peacemaker and Vietnam

Fairchild Hiller obtained a license to produce aircraft for both civilian and military use. Several of the rough-ly 100 aircraft built were pressed into action with the U.S. Air Force during the Vietnam War. These were given the designation AU-23A Peacemaker and fitted with a side-firing 20 mm XM-197 Gatling cannon, four wing pylons, and a center fuselage station for external ordnance. Other operators included the famed CIA airline, Air America. Cawley rode in them in Vietnam and said, “They were working airplanes. They started in China, but wound up in Vietnam. Continental Air Service, better known as CASI, BirdAir, Air America, there were several contract outfits. They did a lot of work every day.”

Today’s PC-6According to Cawley, there are not

many operating in the U.S. although they’re still hard at work in the military and around the world. He’s expect-ing several USAF pilots to arrive at his facility at Sky Acres Airport, just outside of Poughkeepsie, NY later this year for training. The Air Force still uses PC-6s to fly infiltration and exfiltration sorties for U.S. Army Special Operations Path-finder teams into various theaters.

Today’s Pathfinders are trained in airborne, small boat, vehicle, foot, and sometimes free fall infiltration techniques. They’re usually four-man teams that are dropped in up to 72 hours in advance of the main assault force. They provide critical information like Drop Zone/Landing Zone surveys, site security, and initial aircraft guid-ance, marking and clearing drop zones for incoming forces. Pathfinders can coordinate aircraft movement, control parachute drops of personnel and equip-ment, conduct sling-load operations and provide initial weather information to commanders. In the past they’ve gone into countries like Iraq, Kuwait and Afghanistan. Since no one knows where the next war will be, they’re maintain-ing currency. They’ve also been used to fight the drug war, supporting domestic law enforcement agencies.

End of an EraIn 1962 the average cost of a Pila-

tus Porter was $55,000. By 2010 it had increased to around $1,900,000 for a new aircraft. Pilatus chose to move production of the fuselage to Chongqing, China hoping to generate more sales in China. With the market growing more limited for this type of aircraft, Pilatus ended production this year, although the factory will support owners for the next 20 years. It’s a legendary aircraft with a 60-year production life and has certain-ly had a good run.

Only PC12 Training

™

PC12 TrainingIn your aircraft

Approved by major insurance underwriters

Another Choice For Training*Celebrating 10 years of Only PC12 training*

John K. Morris407-721-7442

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¤ Your Aircraft, your Avionics¤ You pick the time / location¤ You don’t travel¤ From 1999 - 2007, Simcom Full Time PC12 Instructor/ Pilot/Program Coordinator ¤¤¤¤¤ Providing Initial/Recurrent/ Transition/Part 135 training for all PC12’s since 2007

P

THE TRAINING YOU NEED.THE DISCOUNTS YOU WANT.

Pilatus Pilot Proficiency Program (PPPP) participants are

eligible for significant insurance discounts.

LEARN MORE AT PILATUSOWNERS.ORG


A VERY RARE BIRD

Pilatus 19Q2.indd 28-29 6/6/19 11:02 AM

Redefining STOLCawley doesn’t just hang the standard

STOL moniker on it. He calls it a VERY short field airplane, saying that under the right circumstances with a good pilot, the Porter can take off in almost three aircraft lengths. Factory specifica-tions have it with a take-off distance of 1,444 ft, landing within 1,033 ft with a maximum range of 830 nm.

The powerful turbo-prop generates lots of torque and as Cawley said, likes to turn left on takeoff and turn left on landing. He cautioned that it’s not a plane for people with dead feet, but no tailwheel is. He jokingly comment-ed that crane operators and bulldozer drivers make the best tailwheel students because they operate equipment all day long with their feet.

A Force to Be Reckoned WithThe PC-6 began life in 1959 and

by 1961 was equipped with the French-manufactured Astazou II pow-erplant, an early turbo-prop. As the turbo-prop engine matured, became more powerful, more reliable and other manufacturers began building them, the Garrett Air Research TPE 331 became its standard engine. In 1996, the PC-6 was equipped with the Pratt & Whit-ney PT6A that drives a fully reversible, constant-speed, three-bladed HC-B3TN-3D, or a four-bladed HC-D4N-3P unit Hartzell aluminum propeller with a re-duction gearbox. Cawley points out that

the four-bladed prop is preferable in Europe due to stringent noise abatement regulations.

The Peacemaker and Vietnam

Fairchild Hiller obtained a license to produce aircraft for both civilian and military use. Several of the rough-ly 100 aircraft built were pressed into action with the U.S. Air Force during the Vietnam War. These were given the designation AU-23A Peacemaker and fitted with a side-firing 20 mm XM-197 Gatling cannon, four wing pylons, and a center fuselage station for external ordnance. Other operators included the famed CIA airline, Air America. Cawley rode in them in Vietnam and said, “They were working airplanes. They started in China, but wound up in Vietnam. Continental Air Service, better known as CASI, BirdAir, Air America, there were several contract outfits. They did a lot of work every day.”

Today’s PC-6According to Cawley, there are not

many operating in the U.S. although they’re still hard at work in the military and around the world. He’s expect-ing several USAF pilots to arrive at his facility at Sky Acres Airport, just outside of Poughkeepsie, NY later this year for training. The Air Force still uses PC-6s to fly infiltration and exfiltration sorties for U.S. Army Special Operations Path-finder teams into various theaters.

Today’s Pathfinders are trained in airborne, small boat, vehicle, foot, and sometimes free fall infiltration techniques. They’re usually four-man teams that are dropped in up to 72 hours in advance of the main assault force. They provide critical information like Drop Zone/Landing Zone surveys, site security, and initial aircraft guid-ance, marking and clearing drop zones for incoming forces. Pathfinders can coordinate aircraft movement, control parachute drops of personnel and equip-ment, conduct sling-load operations and provide initial weather information to commanders. In the past they’ve gone into countries like Iraq, Kuwait and Afghanistan. Since no one knows where the next war will be, they’re maintain-ing currency. They’ve also been used to fight the drug war, supporting domestic law enforcement agencies.

End of an EraIn 1962 the average cost of a Pila-

tus Porter was $55,000. By 2010 it had increased to around $1,900,000 for a new aircraft. Pilatus chose to move production of the fuselage to Chongqing, China hoping to generate more sales in China. With the market growing more limited for this type of aircraft, Pilatus ended production this year, although the factory will support owners for the next 20 years. It’s a legendary aircraft with a 60-year production life and has certain-ly had a good run.

Only PC12 Training

™

PC12 TrainingIn your aircraft

Approved by major insurance underwriters

Another Choice For Training*Celebrating 10 years of Only PC12 training*

John K. Morris407-721-7442

www.acftservices.com

¤ Your Aircraft, your Avionics¤ You pick the time / location¤ You don’t travel¤ From 1999 - 2007, Simcom Full Time PC12 Instructor/ Pilot/Program Coordinator ¤¤¤¤¤ Providing Initial/Recurrent/ Transition/Part 135 training for all PC12’s since 2007

P

THE TRAINING YOU NEED.THE DISCOUNTS YOU WANT.

Pilatus Pilot Proficiency Program (PPPP) participants are

eligible for significant insurance discounts.

LEARN MORE AT PILATUSOWNERS.ORG


A VERY RARE BIRD

Pilatus 19Q2.indd 28-29 6/6/19 11:02 AM

http://www.acftservices.com/

So Has Sharing.Flying has evolved. Now, so has ownership.

P I A M A N A G E D C O - O W N E R S H I P :A I R C R A F T PA R T N E R S H I P S , E V O LV E D

Find out if you’re a good fit today at PartnersInAviation.com/Fit.

YO U R A I R C R A F T. YO U R S C H E D U L E .

H A L F T H E C O S T.

We match you to the right Co-Owner and the right Aircraft - and provide a structure that eliminates the issues of DIY Partnerships.

HOWIS YOURPILATUSPERFORMING?

By RACHEL FRIEDMAN

PHOTO: PILATUS AIRCRAFT LTD.SPR ING 2 019 / POPA / 31

Pilatus 19Q2.indd 30-31 6/6/19 11:02 AM

Modern “glass panel” avionics have introduced numerous improvements to general aviation. Pilots

now operate with a higher level of situ-ational awareness, and aircraft operate with a higher level of redundancy and reliability. Despite these improve-ments, one potential resource available to aircraft owners has gone somewhat overlooked: data.

Engine data logging has been avail-able to light aircraft for years through the mass adoption of digital engine monitors, however Flight Data Recording (FDR) had typically been reserved to medium and large cabin turbine aircraft. Those systems were prohibitively expensive (even basic FDR systems cost north of one hundred thousand dollars) and they were heavy; keeping the technology out of the reach of most general aviation operators. All of this changed, however, with the introduction of lightweight, affordable integrated avionics suites in the mid 2000s.

Flight Data Monitoring (FDM) and Flight Data Logging (FDL) were introduced to the general aviation masses with the advent of Avidyne’s Entegra and was greatly expanded with Garmin’s G1000 integrated avionics suite. For the first time, operators of piston aircraft had access to a com-prehensive list of flight data parameters including propulsion, electrical, attitude, air data and navigation. So comprehensive, in fact, that the data logging capabilities of these aircraft only fail to meet the certifi-cation requirements for Air Data Record-ing Systems (ADRS) on two aspects: The recording interval (some data is required to be logged in 250 millisecond intervals while the G1000 records in one second in-tervals), and flight control surface position (primary and secondary control surface positions are not recorded).

Most operators of these aircraft, how-ever, are unaware of their aircraft’s ability to capture this treasure trove of data. But even for those familiar with these features, most have no way to properly analyze, cat-alog, and ultimately benefit from the data.

Fortunately, a new solution has arrived from AEROCOR which allows pilots to do just that. Based on the site previously developed for Cirrus aircraft (known as CirrusReports), AEROCOR has launched an updated platform under the brand Flight-Data. Like its twin sister, this updated (and still free) site offers aircraft owners the ability to extract data from their aircraft and view it in a more meaningful way. Recent updates have also provided new tools and features specific to operators of turbine aircraft, such as Interstage Turbine Temperatures (ITT) and N1 power set-tings. The site has already added several new avionics and aircraft platforms to the list of supported formats, most recently adding support for the Pilatus PC-12 (with Honewell Primus Apex avionics). Not only does the site offer PC-12 owners a range of data analysis tools, it has been con-figured to seamlessly integrate with the existing applications; the “MyCMC” app, as an example, already in use by many PC-12 operators, can now submit data files directly to the FlightData site.

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Finnoff_POPA ad 041618.indd 1 4/16/18 6:24 PM


flightdata.com

Pilatus 19Q2.indd 32-33 6/6/19 11:02 AM

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Modern “glass panel” avionics have introduced numerous improvements to general aviation. Pilots

now operate with a higher level of situ-ational awareness, and aircraft operate with a higher level of redundancy and reliability. Despite these improve-ments, one potential resource available to aircraft owners has gone somewhat overlooked: data.

Engine data logging has been avail-able to light aircraft for years through the mass adoption of digital engine monitors, however Flight Data Recording (FDR) had typically been reserved to medium and large cabin turbine aircraft. Those systems were prohibitively expensive (even basic FDR systems cost north of one hundred thousand dollars) and they were heavy; keeping the technology out of the reach of most general aviation operators. All of this changed, however, with the introduction of lightweight, affordable integrated avionics suites in the mid 2000s.

Flight Data Monitoring (FDM) and Flight Data Logging (FDL) were introduced to the general aviation masses with the advent of Avidyne’s Entegra and was greatly expanded with Garmin’s G1000 integrated avionics suite. For the first time, operators of piston aircraft had access to a com-prehensive list of flight data parameters including propulsion, electrical, attitude, air data and navigation. So comprehensive, in fact, that the data logging capabilities of these aircraft only fail to meet the certifi-cation requirements for Air Data Record-ing Systems (ADRS) on two aspects: The recording interval (some data is required to be logged in 250 millisecond intervals while the G1000 records in one second in-tervals), and flight control surface position (primary and secondary control surface positions are not recorded).

Most operators of these aircraft, how-ever, are unaware of their aircraft’s ability to capture this treasure trove of data. But even for those familiar with these features, most have no way to properly analyze, cat-alog, and ultimately benefit from the data.

Fortunately, a new solution has arrived from AEROCOR which allows pilots to do just that. Based on the site previously developed for Cirrus aircraft (known as CirrusReports), AEROCOR has launched an updated platform under the brand Flight-Data. Like its twin sister, this updated (and still free) site offers aircraft owners the ability to extract data from their aircraft and view it in a more meaningful way. Recent updates have also provided new tools and features specific to operators of turbine aircraft, such as Interstage Turbine Temperatures (ITT) and N1 power set-tings. The site has already added several new avionics and aircraft platforms to the list of supported formats, most recently adding support for the Pilatus PC-12 (with Honewell Primus Apex avionics). Not only does the site offer PC-12 owners a range of data analysis tools, it has been con-figured to seamlessly integrate with the existing applications; the “MyCMC” app, as an example, already in use by many PC-12 operators, can now submit data files directly to the FlightData site.


Follow the Leader


PT6A-67PEngine Upgradefor the Legacy Pilatus PC-12


303-444-0552 | info@fi nnoff | www.fi nnoff.com

• Increased horsepower• Increased speed

• Climb faster • 7-year warranty from Pratt & Whitney

• STC by FAA, EASA, Mexico, Transport Canada

Finnoff Aviation Products

Dual Battery Systemfor the Pilatus PC-12/45 & PC-12/47

• Improved Safety• Quick Turn-around

• Prolongs Engine Life• More Effective in

Extreme Cold


• Reduced Weight • More Ground Clearance• Easy Field Installation

MT Propeller


Now available: PC-12 Electrical Upgrade Option for the Existing Finnoff P&W 67P Signifi cant Safety Improvement – especially for fl ights into known icing.

With the addition of new STC# SA01865WI, the electrical capacity of the Gen 2 Tie is increased to 220 amps. This means that, in the event of a Gen 1 failure, Gen 2 can now supply all normal power requirements. Although the aircraft will still default



MT Propeller



Finnoff_POPA ad 041618.indd 1 4/16/18 6:24 PM


flightdata.com

Pilatus 19Q2.indd 32-33 6/6/19 11:02 AM

http://www.finnoff.com/

“We’re really excited to offer this product to the community” notes Justin Beitler, AEROCOR co-founder and CEO. “By providing an easy method of analyz-ing data from modern avionics, owners can finally realize the benefit that these platforms have promised.” The site offers a number of interesting features, such as the ability to view performance trends over time, or it can simply be used as a flight log, automatically recording flight times and locations. But the benefits don’t stop there. AEROCOR also wanted to streamline certain tasks associated with aircraft ownership and maintenance, so the site was designed to provide addi-tional functionality. As an example, for some aircraft, the site can automatically extract, catalog, and report Engine Condi-tion Trend Monitoring, or “ECTM” data. Additionally, the site provides the option to share information publicly, provid-ing a unified location to review relevant information. And with unlimited storage space, users can retain a full catalog of flight history for their aircraft, often use-ful when trying to determine if a problem has previously appeared.

AEROCOR considers the site to be a constantly evolving product, and is al-ways looking for additional input. “We’ve already received a very positive response and a lot of feedback from aircraft own-ers,” says Beitler. “[This] has translated to some meaningful improvements to the system, but also has us excited for the fu-ture. Our users have already started to use the information in ways that we hadn’t anticipated.” While the site was originally developed as an engine and data analysis tool, some training outlets have already started to use the site as a method of reviewing student performance. Flight tracks can be reviewed alongside vari-ous data streams (such as pitch, roll, and power settings), and some aircraft offer

the ability to display autopilot and flight director mode settings, giving students and instructors the ability to review de-tails normally reserved for simulators.

The use of Flight Data could also have significant flight safety implications. Most large fleet operators have imple-mented Safety Management Systems (SMS) including the adoptions of Flight Operations Quality Assurance (FOQA), which tracks aircraft flight parameters and flags important items including abnormal events (aborted takeoffs, go-arounds) or divergence from Standard Operating Procedures (SOPs). AEROCOR is currently evaluating basic reporting products that could be adopted by small operators to provide oversight normally only available to large air carriers.

“We are a company of pilots and enthusiasts, and we wanted to re-invest some of our energies towards improv-ing general aviation” explains company co-founder, Gavin Woodman. “We’re very happy to see the site expanding, but we’re even more excited to see how our users are utilizing the data to improve the efficiency and safety of their opera-tions.” Woodman noted that some users have also started to use the site as a tool to boost aircraft value. “Buyers of pre-owned aircraft often want to know how an airplane has been treated throughout its life, and what better way to do that than to present a full catalog of flight data that goes back years? It’s already proven to be a fantastic benefit to owners, and it’s results like these that has us really interested to see how the product evolves as we continue to get more feed-back from our users.”

Aircraft owners and pilots who are looking to get more information about the performance of their aircraft are en-couraged to visit the site, and send their suggestions to [email protected].


P

foreflight.com/file

YOU FLY WITH US,NOW FILE WITH US.File with confidence right from the app you already trust for planning and navigation.

Fast, reliable filing on iPad, iPhone, and the web.

ATC cleared routes history

IFR clearance via text (PDC)

View ATIS in app

Expected routes

Departure delay notices

Adverse condition alerts

Amend or cancel from any device

Dual-redundant AFTN connection for industry-leading reliability

DR RACHEL FRIEDMAN is an Associate Professor of Aviation Administration at California State University Los Angeles. She is also the editor-in-chief of TBM Owners & Pilot Association, Pilatus Owners & Pilot Association, Embraer Jet Owners Asso-ciation and Eclipse Jet Owners and Pilots Association.


Pilatus 19Q2.indd 34-35 6/6/19 11:02 AM

http://foreflight.com/file

“We’re really excited to offer this product to the community” notes Justin Beitler, AEROCOR co-founder and CEO. “By providing an easy method of analyz-ing data from modern avionics, owners can finally realize the benefit that these platforms have promised.” The site offers a number of interesting features, such as the ability to view performance trends over time, or it can simply be used as a flight log, automatically recording flight times and locations. But the benefits don’t stop there. AEROCOR also wanted to streamline certain tasks associated with aircraft ownership and maintenance, so the site was designed to provide addi-tional functionality. As an example, for some aircraft, the site can automatically extract, catalog, and report Engine Condi-tion Trend Monitoring, or “ECTM” data. Additionally, the site provides the option to share information publicly, provid-ing a unified location to review relevant information. And with unlimited storage space, users can retain a full catalog of flight history for their aircraft, often use-ful when trying to determine if a problem has previously appeared.

AEROCOR considers the site to be a constantly evolving product, and is al-ways looking for additional input. “We’ve already received a very positive response and a lot of feedback from aircraft own-ers,” says Beitler. “[This] has translated to some meaningful improvements to the system, but also has us excited for the fu-ture. Our users have already started to use the information in ways that we hadn’t anticipated.” While the site was originally developed as an engine and data analysis tool, some training outlets have already started to use the site as a method of reviewing student performance. Flight tracks can be reviewed alongside vari-ous data streams (such as pitch, roll, and power settings), and some aircraft offer

the ability to display autopilot and flight director mode settings, giving students and instructors the ability to review de-tails normally reserved for simulators.

The use of Flight Data could also have significant flight safety implications. Most large fleet operators have imple-mented Safety Management Systems (SMS) including the adoptions of Flight Operations Quality Assurance (FOQA), which tracks aircraft flight parameters and flags important items including abnormal events (aborted takeoffs, go-arounds) or divergence from Standard Operating Procedures (SOPs). AEROCOR is currently evaluating basic reporting products that could be adopted by small operators to provide oversight normally only available to large air carriers.

“We are a company of pilots and enthusiasts, and we wanted to re-invest some of our energies towards improv-ing general aviation” explains company co-founder, Gavin Woodman. “We’re very happy to see the site expanding, but we’re even more excited to see how our users are utilizing the data to improve the efficiency and safety of their opera-tions.” Woodman noted that some users have also started to use the site as a tool to boost aircraft value. “Buyers of pre-owned aircraft often want to know how an airplane has been treated throughout its life, and what better way to do that than to present a full catalog of flight data that goes back years? It’s already proven to be a fantastic benefit to owners, and it’s results like these that has us really interested to see how the product evolves as we continue to get more feed-back from our users.”

Aircraft owners and pilots who are looking to get more information about the performance of their aircraft are en-couraged to visit the site, and send their suggestions to [email protected].


P

foreflight.com/file

YOU FLY WITH US,NOW FILE WITH US.File with confidence right from the app you already trust for planning and navigation.

Fast, reliable filing on iPad, iPhone, and the web.

ATC cleared routes history

IFR clearance via text (PDC)

View ATIS in app

Expected routes

Departure delay notices

Adverse condition alerts

Amend or cancel from any device

Dual-redundant AFTN connection for industry-leading reliability

DR RACHEL FRIEDMAN is an Associate Professor of Aviation Administration at California State University Los Angeles. She is also the editor-in-chief of TBM Owners & Pilot Association, Pilatus Owners & Pilot Association, Embraer Jet Owners Asso-ciation and Eclipse Jet Owners and Pilots Association.


Pilatus 19Q2.indd 34-35 6/6/19 11:02 AM


DON’TFORGETTO FLY THEAIRPLANE

By JASON FOX


JASON FOX has been flying professionally for 8 years. He has close to 4000 hours and over 2500 in turbine powered aircraft. He has a BS degree in Aeronautical Science from one of the big aviation universities.


Pilatus 19Q2.indd 36-37 6/6/19 11:03 AM

Today’s new general avia-tion airplanes have better technology than most airliners that are flying currently. But, with all this

increasing technology entering the flight decks to make flying easier and safer, it can just as quickly distract and confuse pilots as well. In the airline world, pilots are thoroughly trained on every bit of equipment on the aircraft; yet, in the general aviation world, pilots can put any allowable FAA equipment they want in their aircraft. It is the reasonability of the pilot to understand the working of such equipment. Even with the thor-ough training that airline pilots receive with the automation that is supposed to help them, current trends are showing the pilots are forgetting the basic skills of aviate, navigate, and communicate.

One of the most well-known crashes in recent times is AirFrance 447 from Brazil to Paris. While cruising over the

Atlantic Ocean at night, a simple airspeed indicator failed and caused several other instrument systems to fail as well. This led the autopilot to kick off, forcing the pilots on duty to hand-fly the aircraft while trying to troubleshoot multiple failed systems. In almost all high-perfor-mance aircraft, the QRH (quick reference handbook) has a section to inform the pilots how to maintain straight and level flight with various instrument failures. In the case of an airspeed indication fail-ure, the QRH will give what the airspeed should be, based on altitude, power set-ting, and aircraft weight. Nevertheless, in the confusion of the system failures and autopilot kicking off, the pilot flying stalled the Airbus A330 by pulling fully back on the flight controls and had the aircraft descend into the ocean with a rate of as much as 6,000 feet per minute. The captain, who was on his rest break in the back of the aircraft, came running back into the flight deck when he realized something was wrong. He recognized the

stall situation immediately and had the first officer that was flying stop pulling fully back. The aircraft, unfortunately, did not have enough altitude to recover from the deep stall situation.

Another accident involving aircraft control occurred on December 29th, 1972, on the L-1011 Eastern Airlines Flight 401. In this case, the plane crashed into the Everglades of Florida because of a faulty landing gear indicator light. The flight went smoothly until the final approach into Miami. While the landing gear was lowered, one of the down indicator lights would not come on. The flight crew cycled the gear but with no luck, so the approach was aborted to work out the indication issue. After leveling off from the missed approach, the captain put the autopilot on, but the three-man crew was so fixated on the landing gear indication light that no one realized that they failed to put the autopilot into an altitude hold mode. Therefore, a perfectly good L-1010 entered a 300 feet per minute descent


DON’T FORGET TO FLY THE AIRPLANE

Pilatus 19Q2.indd 38-39 6/6/19 11:03 AM

until it crashed into swampland. If only one of the three crew members sat back from the indication light problem and remembered to fly the aircraft, Eastern 401 most likely would have landed safely at Miami.

The FAA put rules into place that ensures that a pilot stays current on standard flying skills as well as han-dling abnormal situations. This includes flight reviews for general aviation pilots or yearly recurrent training for com-mercial pilots. Most pilots dread these events, but these events are being shifted from judging a pilot’s flying ability to training a pilot to proficiency. Judging a pilot’s ability to pass/fail has prov-en insufficient. These events have now become more of a learning opportunity to brush up on flying skills that are not frequently practiced, such as dealing with engine failures, hydraulic failures, or runaway trims. In training for such

things as an engine failure on takeoff, some companies have pilots hand-fly to a determined safe altitude where pilots then trim the aircraft for the autopilot. There is a point made by flight instruc-tors to use automation such as autopilot to assist flight crews in a high workload situation but not as a crutch in which situational awareness is lost. Other required currency, such as three take-off and landings in ninety days and six instrument approaches in six months, is there to help keep pilot skills sharp and proficient. This is necessary to help keep pilots prepared for when that abnormal situation could occur every time we take to the sky.

The next time you must attend any recurrent event, do not treat it like that instructor or inspector is judging you. Instead, try to treat it as a learning event for yourself. We are always told to learn from our mistakes, but to add on top

of that, the instructor may have a new technique that you have never seen or heard of before. A recurrent event is there to help make your time flying safer, more efficient, and even easier. Flight instructors must go to training events to renew their CFI every two years. At these events, the FAA presents CFIs with new procedures and regulations which they then pass on to their students.

Just remember whenever an issue comes up as simple as a failed instrument reading to a full-blown emergency, fly the airplane. No matter how much you fuss with automation and communicate with operations or air traffic control, someone still needs to look over the big picture of maintaining safe flight. And if our passengers’ biggest complaint is that the inflight Wi-Fi or entertainment system is not working properly, we did our job flying a metal tube in the upper atmosphere safely.

+90 252 311 18 88 mandarinoriental.com/bodrum #mandarinorientalbodrum

A lovely Bodrum summer awaits you

BodrumIAircraft Sales • Service • Charter

Brokerage • Acquisition • FBO Services

Management

Authorized Pilatus PC-12 & PC-24 Sales & Service Center

PA, MD, DC, VA, WV, NC, SC, KY, TN, OH

[email protected] www.skytechinc.com

Baltimore Metro Area (DMW) Charlotte Metro Area (UZA)

P



Pilatus 19Q2.indd 40-41 6/6/19 11:03 AM

http://mandarinoriental.com/bodrum

tel:+90 252 311 18 88

until it crashed into swampland. If only one of the three crew members sat back from the indication light problem and remembered to fly the aircraft, Eastern 401 most likely would have landed safely at Miami.

The FAA put rules into place that ensures that a pilot stays current on standard flying skills as well as han-dling abnormal situations. This includes flight reviews for general aviation pilots or yearly recurrent training for com-mercial pilots. Most pilots dread these events, but these events are being shifted from judging a pilot’s flying ability to training a pilot to proficiency. Judging a pilot’s ability to pass/fail has prov-en insufficient. These events have now become more of a learning opportunity to brush up on flying skills that are not frequently practiced, such as dealing with engine failures, hydraulic failures, or runaway trims. In training for such

things as an engine failure on takeoff, some companies have pilots hand-fly to a determined safe altitude where pilots then trim the aircraft for the autopilot. There is a point made by flight instruc-tors to use automation such as autopilot to assist flight crews in a high workload situation but not as a crutch in which situational awareness is lost. Other required currency, such as three take-off and landings in ninety days and six instrument approaches in six months, is there to help keep pilot skills sharp and proficient. This is necessary to help keep pilots prepared for when that abnormal situation could occur every time we take to the sky.

The next time you must attend any recurrent event, do not treat it like that instructor or inspector is judging you. Instead, try to treat it as a learning event for yourself. We are always told to learn from our mistakes, but to add on top

of that, the instructor may have a new technique that you have never seen or heard of before. A recurrent event is there to help make your time flying safer, more efficient, and even easier. Flight instructors must go to training events to renew their CFI every two years. At these events, the FAA presents CFIs with new procedures and regulations which they then pass on to their students.

Just remember whenever an issue comes up as simple as a failed instrument reading to a full-blown emergency, fly the airplane. No matter how much you fuss with automation and communicate with operations or air traffic control, someone still needs to look over the big picture of maintaining safe flight. And if our passengers’ biggest complaint is that the inflight Wi-Fi or entertainment system is not working properly, we did our job flying a metal tube in the upper atmosphere safely.

+90 252 311 18 88 mandarinoriental.com/bodrum #mandarinorientalbodrum

A lovely Bodrum summer awaits you

BodrumIAircraft Sales • Service • Charter

Brokerage • Acquisition • FBO Services

Management

Authorized Pilatus PC-12 & PC-24 Sales & Service Center

PA, MD, DC, VA, WV, NC, SC, KY, TN, OH

[email protected] www.skytechinc.com

Baltimore Metro Area (DMW) Charlotte Metro Area (UZA)

P



Pilatus 19Q2.indd 40-41 6/6/19 11:03 AM


http://www.skytechinc.com/


MEMBERSHIP BENEFITS

ABOVE: Pilatus Aircraft Ltd.

145kSuccess Comes With Experience.

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Visit ultimatepilatusexperience.com.

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In the last five years, we’ve applied 145K manhours to Pilatus PC-12 maintenance. One Hundred and Forty-Five Thousand Hours. That’s 8.7 million minutes our dedicated Pilatus maintenance team spent doing what they do best – demonstrating their expert level knowledge of PC-12 aircraft.

What’s all this mean for you? The ultimate Pilatus ownership experience.

Pilatus 19Q2.indd 42-43 6/6/19 11:03 AM

http://westair.com/


MEMBERSHIP BENEFITS

ABOVE: Pilatus Aircraft Ltd.

145kSuccess Comes With Experience.

We Have Both.

Visit ultimatepilatusexperience.com.

westair.com

In the last five years, we’ve applied 145K manhours to Pilatus PC-12 maintenance. One Hundred and Forty-Five Thousand Hours. That’s 8.7 million minutes our dedicated Pilatus maintenance team spent doing what they do best – demonstrating their expert level knowledge of PC-12 aircraft.

What’s all this mean for you? The ultimate Pilatus ownership experience.

Pilatus 19Q2.indd 42-43 6/6/19 11:03 AM


It was my first time in the left seat of a Boeing 767, and I knew I was in trouble. I was trying to put my hands on the proper controls, I was descending too fast, and the runway at LaGuardia was coming up too fast. Finally, I got the flaps in the right position, then it

occurred to me that the gear should be down, so I did that.

The sweat was soaking my shirt as I tried to get the main wheels down somewhere near the end of runway 4, and I did, touching down slightly over 200 knots. I couldn’t remember how to reverse thrust, and despite the fact that this aircraft should be able to land in the 7000 feet available, that wasn’t going to happen with me as the pilot.

We were going much too fast when I realized that was water at the end of the runway, but then the flight ended abruptly; not with a crash and oblivion, but with raucous laughter. I leaned back and took off my headset and looked at the group of people who had assembled to watch this Cessna 172 pilot land an airliner. Clearly, they had a good time. All I could feel was drained.

This was my first time in a real simulator, run by real train-ers, and it was realistic indeed. The fact that this was a sim-ulator had escaped me as I tried to pilot an aircraft far beyond my training and capabilities at the time. It was realistic enough that the head instructor said I should log the 20 minutes or so of simulator time.

“Simulator operators are pure sadists,” remarked Dr. Paul Lilly, MD, after I related the story. Lilly, a flight surgeon and CFII who has an ATP rating, has more F-15 simulator time from his Air Force days than I have total hours.

“You need to learn things that are applicable to real life that

you can use in the aircraft if an emer-gency arises and you need to do it exactly right the first time.”

We were talking about the plans being put out by some airlines that would re-place simulator time with software on an iPad when they trained pilots to handle problems with Boeing’s MCAS on the 737 Max aircraft. I’d called Lilly to see what he thought about the iPad plan, considering his experience in a wide range of aircraft both as a pilot and an instructor. Clearly, he didn’t think it was a good idea.

Lilly used a lesson he’d learned in the simulator at Seymour Johnson Air Force Base, where a few of the senior officers were sent to spend time learning the KC-10. He said that he was at the controls cruising at a (simulated) 35,000 feet when he got the briefest glimpse of something passing him on his left.

The operator stopped the simulator and asked him if he’d been able to identify whatever it was that went by. He couldn’t. So, the operator replayed it in slow mo-tion to show a brown UPS truck passing at a simulated speed of about 800 knots.

“That kind of lightened things up,” Lil-ly said. The next time it was an airplane. Lilly said that the lesson this drove home is that you can’t just look in front of you, but you also have to be aware of the air-space around you. This is something that we all learned as pilots, but it’s something that’s easy to forget without practice and constant reminders.

And that’s the problem: You can’t develop the habits you need to handle an inflight emergency without some kind of realistic practice. You can’t get that with the 11-inch screen of an iPad Pro. Not only is the environment not realistic, but you don’t develop the muscle memory of reaching for the critical switches or the necessary controls when you find yourself in an emergency.

This is what happened to me on my

ill-fated simulator flight in a 767. When I found myself landing too fast with-out proper preparations, I simply forgot where everything was. The only surprise was that the landing gear hit the runway before the rest of the airplane.

This wasn’t because I hadn’t studied. I had. In fact, I’d spent some time in a cockpit mock-up and I’d actually found and touched the controls I knew I’d need. But in the simulator run, that really didn’t help very much.

In the same way, an iPad can be in-valuable in training just as in flight, but it can’t do everything. A spokesperson at FlightSafety International said that they issue their students an iPad with their course materials already on it. He said that this saves money, and in the aircraft it also saves on weight and space. But that’s not the same thing as learning to fly in an emergency.

Lilly said that simulator time is essen-tial for pilots of more advanced aircraft especially. He said that by using a simu-lator you can teach pilots how to handle difficult situations, such as when he found one pilot working on his instrument rat-ing, who switched on the autopilot almost as soon as he cleared the runway. He said that by putting that pilot into the simula-tor, he could have the autopilot fail so that the aircraft would have to be hand-flown.

You can also teach pilots how to fly when bad things happen. Lilly said that operators will frequently start making instruments fail, one after the other, during instrument training. “But you can still fly the airplane if you do things right,” he said.

I thought of a friend and neighbor who kept putting off his time for practice. He was too busy, he said. Besides, his aircraft was well maintained, he said. The next day he took his last flight. His vacuum system failed and he hadn’t practiced flying with-out it. With some simulator time, he might have had the practice he needed.

That iPad you carry into the cockpit is a powerful, 64-bit computer that can handle everything from

weather reporting to navigation and finding fuel, but surprisingly, there are things it can’t quite do.

SOMETIMES AN

IPADISN’T ENOUGH

MIPAD

P

By WAYNE RASH

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WAYNE RASH is a retired naval officer who writes about science, technology, aviation and space. He has been flying since 1970. His work has appeared recently in the magazines of AJ Publications, eWEEK, PC Magazine and The Washington Post. He can be reached at [email protected].

Pilatus 19Q2.indd 44-45 6/6/19 11:03 AM



It was my first time in the left seat of a Boeing 767, and I knew I was in trouble. I was trying to put my hands on the proper controls, I was descending too fast, and the runway at LaGuardia was coming up too fast. Finally, I got the flaps in the right position, then it

occurred to me that the gear should be down, so I did that.

The sweat was soaking my shirt as I tried to get the main wheels down somewhere near the end of runway 4, and I did, touching down slightly over 200 knots. I couldn’t remember how to reverse thrust, and despite the fact that this aircraft should be able to land in the 7000 feet available, that wasn’t going to happen with me as the pilot.

We were going much too fast when I realized that was water at the end of the runway, but then the flight ended abruptly; not with a crash and oblivion, but with raucous laughter. I leaned back and took off my headset and looked at the group of people who had assembled to watch this Cessna 172 pilot land an airliner. Clearly, they had a good time. All I could feel was drained.

This was my first time in a real simulator, run by real train-ers, and it was realistic indeed. The fact that this was a sim-ulator had escaped me as I tried to pilot an aircraft far beyond my training and capabilities at the time. It was realistic enough that the head instructor said I should log the 20 minutes or so of simulator time.

“Simulator operators are pure sadists,” remarked Dr. Paul Lilly, MD, after I related the story. Lilly, a flight surgeon and CFII who has an ATP rating, has more F-15 simulator time from his Air Force days than I have total hours.

“You need to learn things that are applicable to real life that

you can use in the aircraft if an emer-gency arises and you need to do it exactly right the first time.”

We were talking about the plans being put out by some airlines that would re-place simulator time with software on an iPad when they trained pilots to handle problems with Boeing’s MCAS on the 737 Max aircraft. I’d called Lilly to see what he thought about the iPad plan, considering his experience in a wide range of aircraft both as a pilot and an instructor. Clearly, he didn’t think it was a good idea.

Lilly used a lesson he’d learned in the simulator at Seymour Johnson Air Force Base, where a few of the senior officers were sent to spend time learning the KC-10. He said that he was at the controls cruising at a (simulated) 35,000 feet when he got the briefest glimpse of something passing him on his left.

The operator stopped the simulator and asked him if he’d been able to identify whatever it was that went by. He couldn’t. So, the operator replayed it in slow mo-tion to show a brown UPS truck passing at a simulated speed of about 800 knots.

“That kind of lightened things up,” Lil-ly said. The next time it was an airplane. Lilly said that the lesson this drove home is that you can’t just look in front of you, but you also have to be aware of the air-space around you. This is something that we all learned as pilots, but it’s something that’s easy to forget without practice and constant reminders.

And that’s the problem: You can’t develop the habits you need to handle an inflight emergency without some kind of realistic practice. You can’t get that with the 11-inch screen of an iPad Pro. Not only is the environment not realistic, but you don’t develop the muscle memory of reaching for the critical switches or the necessary controls when you find yourself in an emergency.

This is what happened to me on my

ill-fated simulator flight in a 767. When I found myself landing too fast with-out proper preparations, I simply forgot where everything was. The only surprise was that the landing gear hit the runway before the rest of the airplane.

This wasn’t because I hadn’t studied. I had. In fact, I’d spent some time in a cockpit mock-up and I’d actually found and touched the controls I knew I’d need. But in the simulator run, that really didn’t help very much.

In the same way, an iPad can be in-valuable in training just as in flight, but it can’t do everything. A spokesperson at FlightSafety International said that they issue their students an iPad with their course materials already on it. He said that this saves money, and in the aircraft it also saves on weight and space. But that’s not the same thing as learning to fly in an emergency.

Lilly said that simulator time is essen-tial for pilots of more advanced aircraft especially. He said that by using a simu-lator you can teach pilots how to handle difficult situations, such as when he found one pilot working on his instrument rat-ing, who switched on the autopilot almost as soon as he cleared the runway. He said that by putting that pilot into the simula-tor, he could have the autopilot fail so that the aircraft would have to be hand-flown.

You can also teach pilots how to fly when bad things happen. Lilly said that operators will frequently start making instruments fail, one after the other, during instrument training. “But you can still fly the airplane if you do things right,” he said.

I thought of a friend and neighbor who kept putting off his time for practice. He was too busy, he said. Besides, his aircraft was well maintained, he said. The next day he took his last flight. His vacuum system failed and he hadn’t practiced flying with-out it. With some simulator time, he might have had the practice he needed.

That iPad you carry into the cockpit is a powerful, 64-bit computer that can handle everything from

weather reporting to navigation and finding fuel, but surprisingly, there are things it can’t quite do.

SOMETIMES AN

IPADISN’T ENOUGH

MIPAD

P

By WAYNE RASH

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WAYNE RASH is a retired naval officer who writes about science, technology, aviation and space. He has been flying since 1970. His work has appeared recently in the magazines of AJ Publications, eWEEK, PC Magazine and The Washington Post. He can be reached at [email protected].

Pilatus 19Q2.indd 44-45 6/6/19 11:03 AM

http://aopafinance.org/

MUSIC

AND

AVIATION


Andy Wilson is the Pilatus Regional Sales Manager for Southern California, Arizona, and New Mexico. Experienced PC-12 pilot with a financial background accumen that provides him with the ability to give expert advice to his clients.

Pilatus PC-12 & PC-24 ServicesOffered at Cutter AviationCutter Aviation is on his second year as an Authorized Pilatus Service Center. We are an FAA certified repair station offering comprehensive full-service airframe services, inspections, support, avionics and interior refurbishment. Experience the Cutter difference!

Josh Kovac is the Pilatus Regional Sales Manager for Texas and Colorado. A

former military and civilian pilot, Josh’s knowledge is based on significant sales and marketing experience with business

aircraft manufacturers.

MEET OUR PILATUS AIRCRAFT SALES TEAM!

Visit cutteraviation.com/pilatus-demo to request the opportunity of a personal demonstration of the PC-12 NG

Authorized Sales & Service Center

ANDY WILSONCarlsbad, CA

(949) 636-3678

JOSH KOVACDenver, CO

(530) 520-7420

Kevin FenskeCutter Aviation - APA

Manager of Aircraft Services(303) 799-9999

[email protected]

Chris GradisarCutter Aviation - ADS


[email protected]

Kyle TurnerCutter Aviation - PHX

Pilatus Client Relationship Manager(602) 267-4090

[email protected]

TRUST YOUR AIRCRAFT TO THE PILATUS EXPERTS!

TO LEARN MORE ABOUT OUR SERVICES, GO TO CUTTERAVIATION.COM

2019-01-POPA Magazine Cutter Aviation 1 2/8/19 4:16 PM

By KRISTI FLEISCHMANN

Pilatus 19Q2.indd 46-47 6/6/19 11:03 AM

http://cutteraviation.com/pilatus-demo




http://cutteraviation.com/

MUSICAND

AVIATION


Andy Wilson is the Pilatus Regional Sales Manager for Southern California, Arizona, and New Mexico. Experienced PC-12 pilot with a financial background accumen that provides him with the ability to give expert advice to his clients.

Pilatus PC-12 & PC-24 ServicesOffered at Cutter AviationCutter Aviation is on his second year as an Authorized Pilatus Service Center. We are an FAA certified repair station offering comprehensive full-service airframe services, inspections, support, avionics and interior refurbishment. Experience the Cutter difference!

Josh Kovac is the Pilatus Regional Sales Manager for Texas and Colorado. A

former military and civilian pilot, Josh’s knowledge is based on significant sales and marketing experience with business

aircraft manufacturers.

MEET OUR PILATUS AIRCRAFT SALES TEAM!

Visit cutteraviation.com/pilatus-demo to request the opportunity of a personal demonstration of the PC-12 NG

Authorized Sales & Service Center

ANDY WILSONCarlsbad, CA

(949) 636-3678

JOSH KOVACDenver, CO

(530) 520-7420

Kevin FenskeCutter Aviation - APA


[email protected]

Chris GradisarCutter Aviation - ADS


[email protected]

Kyle TurnerCutter Aviation - PHX

Pilatus Client Relationship Manager(602) 267-4090

[email protected]

TRUST YOUR AIRCRAFT TO THE PILATUS EXPERTS!

TO LEARN MORE ABOUT OUR SERVICES, GO TO CUTTERAVIATION.COM

2019-01-POPA Magazine Cutter Aviation 1 2/8/19 4:16 PM

By KRISTI FLEISCHMANN

Pilatus 19Q2.indd 46-47 6/6/19 11:03 AM

The prospect of lifting up from the ground, into the sky and away from our earthly bonds to soar around the clouds seems

to inspire people to write poetry and music. Is it because flying is a beau-tiful, transcendent experience that so perfectly lends itself to describing life’s most emotionally significant events? Or is it just that words like “plane”, “fly” and “jet” are easy to rhyme? Regardless of the answer, it’s clear that flying and music go together. Songs about flying abound and have been around since both flying and recorded music began.

Interestingly, both flying and radio broadcasting had their beginnings and their “Golden Age” at about the same time. Coincidence?

On Christmas Eve 1906, just three years after the Wright Brothers’ famous flight at Kitty Hawk (and six years after Gustav Whitehead’s alleged first flight in Con-necticut, if you subscribe to that theory),

Reginald Fessenden, a scientist from New York, is said to have broadcast the first radio program, consisting of some violin playing and spoken passages from the Bible.

Experimental radio show broadcast-ing began in 1910 when Lee De Forest, a Yale-educated inventor, produced a program from the Metropolitan Opera House in New York City. In 1920, West-inghouse began broadcasting music from the nation’s first licensed radio station, KDKA-Pittsburgh, and the music radio business was born. Within a few years, there were hundreds of stations enter-taining thousands of people who would buy or build their own receivers, mostly crystal sets with earphones.

In 1920’s America, we were between wars and right in the middle of the “Roaring Twenties!” Vaudeville had its heyday, Blues was big, and Ragtime was all the rage. The Communist Internation-al (founded by Vladimir Lenin) officially defined jazz as a “proletarian music,” which led to an association between jazz

and leftist politics in the United States, making it that much naughtier, and thus, desirable. Barnstorming was big, air travel was just beginning, and the prohibition was in force. Clandestine stills and speakeasies were America’s guilty pleasures, and it was all about getting away with something.

Toward the end of the decade, Charles Lindberg made his nonstop solo flight from New York to Paris, and Jimmy Doo-little invented instrument flight, enabling aircraft to fly and navigate in clouds and inclement weather. The few popular songs about flying were romantic, and still focused on the sky, stars and other heavenly bodies rather than aircraft, pilots and wing-walkers.

The world’s first Super Versatile Jet takes off! The PC-24 has been engineered to be

“off road” compatible from the beginning. Its outstanding short-field performance –

even on grass, gravel and dirt – opens up an incredible level of mobility. You can fly

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PC-24 – contact us now.

Pilatus Business Aircraft Ltd • USA • +1 303 465 9099 • www.pilatus-aircraft.com

GO WHERE NO BUSINESS JET HAS GONE BEFORE

PILBAL0419_POPA_GoWhereNoJet.indd 1 4/1/2019 2:45:32 PM

George Gershwin released “Rhap-sody in Blue” in 1924, which United Airlines licensed from his estate in 1976 to use as their commercial theme music.

MUSIC AND AVIATION


SONGS IN THE CLOUDS

Pilatus 19Q2.indd 48-49 6/6/19 11:03 AM

The prospect of lifting up from the ground, into the sky and away from our earthly bonds to soar around the clouds seems

to inspire people to write poetry and music. Is it because flying is a beau-tiful, transcendent experience that so perfectly lends itself to describing life’s most emotionally significant events? Or is it just that words like “plane”, “fly” and “jet” are easy to rhyme? Regardless of the answer, it’s clear that flying and music go together. Songs about flying abound and have been around since both flying and recorded music began.

Interestingly, both flying and radio broadcasting had their beginnings and their “Golden Age” at about the same time. Coincidence?

On Christmas Eve 1906, just three years after the Wright Brothers’ famous flight at Kitty Hawk (and six years after Gustav Whitehead’s alleged first flight in Con-necticut, if you subscribe to that theory),

Reginald Fessenden, a scientist from New York, is said to have broadcast the first radio program, consisting of some violin playing and spoken passages from the Bible.

Experimental radio show broadcast-ing began in 1910 when Lee De Forest, a Yale-educated inventor, produced a program from the Metropolitan Opera House in New York City. In 1920, West-inghouse began broadcasting music from the nation’s first licensed radio station, KDKA-Pittsburgh, and the music radio business was born. Within a few years, there were hundreds of stations enter-taining thousands of people who would buy or build their own receivers, mostly crystal sets with earphones.

In 1920’s America, we were between wars and right in the middle of the “Roaring Twenties!” Vaudeville had its heyday, Blues was big, and Ragtime was all the rage. The Communist Internation-al (founded by Vladimir Lenin) officially defined jazz as a “proletarian music,” which led to an association between jazz

and leftist politics in the United States, making it that much naughtier, and thus, desirable. Barnstorming was big, air travel was just beginning, and the prohibition was in force. Clandestine stills and speakeasies were America’s guilty pleasures, and it was all about getting away with something.

Toward the end of the decade, Charles Lindberg made his nonstop solo flight from New York to Paris, and Jimmy Doo-little invented instrument flight, enabling aircraft to fly and navigate in clouds and inclement weather. The few popular songs about flying were romantic, and still focused on the sky, stars and other heavenly bodies rather than aircraft, pilots and wing-walkers.

The world’s first Super Versatile Jet takes off! The PC-24 has been engineered to be

“off road” compatible from the beginning. Its outstanding short-field performance –

even on grass, gravel and dirt – opens up an incredible level of mobility. You can fly

closer to your destination than any other business jet before. Explore more and fly

PC-24 – contact us now.

Pilatus Business Aircraft Ltd • USA • +1 303 465 9099 • www.pilatus-aircraft.com

GO WHERE NO BUSINESS JET HAS GONE BEFORE

PILBAL0419_POPA_GoWhereNoJet.indd 1 4/1/2019 2:45:32 PM

George Gershwin released “Rhap-sody in Blue” in 1924, which United Airlines licensed from his estate in 1976 to use as their commercial theme music.

MUSIC AND AVIATION


SONGS IN THE CLOUDS

Pilatus 19Q2.indd 48-49 6/6/19 11:03 AM

http://www.pilatus-aircraft.com/

tel:+1 303 465 9099

The 1930’s was the decade when pop-ular music really took off. The big bands were booming, and halls and ballrooms were packed with audiences wanting to forget the Depression, the Dust Bowl, and the looming war in Europe to the rhythm of jazz and swing. Songs titled “Pennies from Heaven,” “Over the Rainbow,” and “Star Dust” had us looking skyward but weren’t about getting there in an air-plane.

The Barnstorming era effectively ended by the early 1930’s but had contributed greatly to advances in aircraft design and fueled the public’s interest in aviation as a pastime and a career.

Two sobering aviation events brought the decade to a close. The zeppelin LZ 129 Hindenburg caught fire and crashed just before landing at Lakehurst, New Jersey, killing 35 of the 97 people aboard, and ended the age of the rigid airship. Two

months later, America’s aero sweetheart Amelia Earhart and her navigator, Fred Noonan, disappeared over the Pacific while attempting to fly around the world, just as WWII began.

Unlike World War I, World War II oc-curred on the radio. By December of 1941, 96.2 percent of all American households owned radios. The popular music of the time was still swing and jazz, which was banned in Germany and across all of occupied Europe. Playing American music was a defiant act of hope for liberation and freedom. The local musicians of Paris chose to play jazz music in French rather than in English as a loophole in the Nazi jazz music ban.

World War II songs focused more on romance, strength, and being reunited. Songs that ridiculed the Axis powers like “Der Fuhrer’s Face” were also popular, but here’s where we start to see songs

specifically about pilots and flying. Songs like “He Wears a Pair of Silver Wings,” “It’s a Pair of Wings for Me,” and “Blue-birds Over the White Cliffs of Dover” directly reference wartime flying.

The saying “on a wing and a prayer” originated in the midst of World War II and referred to being in a difficult sit-uation and relying on meager resources and luck to get it done. The earliest record of the saying is in the 1942 movie “The Flying Tigers,” where John Wayne’s char-acter asks the hotel clerk in Rangoon for a status report on a flight carrying replace-ment pilots. The clerk responds, “Yes sir, it was attacked and fired on by Japanese aircraft. She’s coming in on one wing and a prayer.” In 1943, the patriotic song “Coming in on a Wing and a Prayer” hit the airwaves. It tells of a damaged war-plane, barely able to limp back to base, and spawned the popular use of the term.

The writers of the song, Harold Adam-son and Jimmie McHugh, wrote several patriotic songs in World War II and were awarded the Presidential Certificate of Merit by President Harry Truman.

“Straighten Up and Fly Right,” sung by Nat King Cole and his Trio, was proba-bly the most popular flying-related song of the 1940’s. Even though it was John Glenn’s correct answer on “Name That Tune” in 1957, it wasn’t really about flying. Instead, it was based on a folk tale that Cole’s father had used as a theme for one of his sermons. In the story, a buzzard takes different animals for a joy ride. When he gets hungry, he throws them off, dives down to the ground and eats them for dinner. A monkey who had observed this trick goes for a ride; he wraps his tail around the buzzard’s neck and gives the buzzard a big surprise by nearly choking him to death.

During the World War II years, aviation development was fast and furious with resources of countries on all sides of the conflict poured into making faster, more capable, and more maneuverable aircraft. Aviation firsts during WW2 included RADAR, the first operational jet (Me 262) and the first production helicopter in the US, the Sikorsky R4. Just after the war, in 1947, Chuck Yeager broke the sound

barrier in the Bell X-1, and the jet age was truly upon us.

In the post-war 1950’s, big band and orchestra-based music gave way to songs that were telling a story, and individual bands and their singers took on the roles of characters in emotional three-minute movies, creating a new genre of “pop” music, and pop stars. The electric guitar gained popularity, setting the stage for rock and roll music. Frank Sinatra, Pat Boone, Chuck Berry, and Elvis Presley were the heartthrobs of the era.

Meanwhile, in the post-war aviation world, the advances in jet engine technol-ogy and design and use of large, high-ca-pacity aircraft in WWII had greatly influenced the fledgling worldwide airline industry. Larger and longer-range jet aircraft were developed, which enabled transcontinental and intercontinental flights, and made it possible to carry more passengers than previous piston-pow-ered aircraft. Fares became less expensive and made air travel far more accessible to all socio-economic classes, enabling more people to travel outside their own countries.

In 1952, the British de Havilland Comet became the first jet airliner in service, followed by the Boeing 707 and the Douglas DC-8 in the US. More people were experiencing air travel first-hand,

MUSIC AND AVIATION MUSIC AND AVIATION

Partial lyrics to “Coming in On a Wing and a Prayer”

One of our planes was missing Two hours overdue One of our planes was missing With all its gallant crew The radio sets were humming We waited for a word Then a noise broke Through the humming and this is what we heard

Comin’ in on a wing and a prayer Comin’ in on a wing and a prayer Though there’s one motor gone We can still carry on Comin’ in on a wing and a prayer

Partial lyrics to “Straighten Up and Fly Right”

A buzzard took the monkey for a ride in the airThe monkey thought that ev’rything was on the squareThe buzzard tried to throw the mon-key off his backBut the monkey grabbed his neck and said, now, listen, Jack

Straighten up and fly rightStraighten up and fly rightStraighten up and fly rightCool down papa, don’t you blow your top

The plane crash carrying Lynyrd Skynyrd band members occurred just three days after the release of the band’s new al-bum. The original album cover for Street Survivors had featured a photograph of the band standing on a city street with all its buildings engulfed in flames, some near the center nearly obscuring Steve Gaines's face. After the plane crash, out of respect for the deceased (and at the request of Teresa Gaines, Steve's widow), MCA Records replaced it with a similar image of the band against a simple black background.

ABOVE: JOHN DENVER IN FLIGHT


KRISTI FLEISCHMANN’s aerospace career includes flying worldwide USAF missions in the C-141 as an aircraft com-mander and instructing USAF and NATO pilots in the supersonic T-38 Talon. After the Air Force, Kristi expanded her aero-space experience to include global strate-gic marketing for a Fortune 500 aerospace company, executing global marketing campaigns and international aircraft customer demonstration tours. She is currently focused on solving problems in aerospace and is involved in flight train-ing, marketing, future flight solutions and STEM/Aviation education. Kristi holds an ATP, CFI, and CL-65 type rating, and has degrees in Communications, Operations Management, and Strategic Marketing.

Pilatus 19Q2.indd 50-51 6/6/19 11:03 AM

and nobody more regularly than popular bands of the day. Even with the increase in musicians traveling on airplanes, there weren’t a lot of songs about flying in the 1950’s and early 1960’s. There were, however, a couple of songs about UFO’s. “The Flying Saucer” (Buchanan/Good-man, 1956) and “Flying Saucer Rock and Roll” (Billy Lee Riley, 1957) highlighted the public’s developing interest in ex-tra-terrestrials, most likely spawned by the “alleged” UFO crash on a ranch near Roswell, NM in 1947 (the government declared it a downed weather balloon).

As the 1960’s progressed, more fly-ing-related music hits the charts. Frank Sinatra’s signature smooth voice evokes the romance of early commercial flight with both “Come Fly with Me” and “Fly Me to the Moon”, making song lyrics like “pa pa da ba dá” actually make sense. On the other side, Paul Revere and the Raiders’ 1966 song “The Great Airplane Strike” laments being stuck in Los Ange-les when a machinists’ strike grounded 60% of the airline industry for 43 days that summer. The Beatles rounded out the decade with “Back in the USSR,” a pseudo-parody of the popular Beach Boys hit, “California Girls” and Chuck Berry’s song “Back in the USA” (accounts differ). The song included actual jet noise and reference to a rough fictional flight on BOAC, the precursor to British Airways, from Miami to Moscow.

By 1970, the United States had put a man on the moon, and the superson-ic Concorde successfully completed its maiden flight. As passenger demand increased, aircraft were built wider to hold more seats, and the first jumbo jet, the Boeing 747, entered service. In 1975, Russian state airline Aeroflot started regular service on the Tu-144, the first supersonic passenger plane. Airline travel was commonplace and thus, lost much of the earlier romance that artists in previ-ous decades wrote about. Over the years, songs about flying turned from wonder and delight to monotony to ambivalence to wistfulness, and finally, to downright distaste (check out “Aeroplane Blues” by the Black Keys).

Songs in recent decades seem to land in

one of three camps: flying as a roman-tic, spiritual experience, not necessarily related to being on an airplane (“I’m Like a Bird”-Nellie Furtado, “Pilots on a Star”-Alison Goldfrapp, “Flying Without Wings”-Ruben Studdard, “Fly Like an Eagle”-Steve Miller); flying as a drug or alcohol-related experience (so many...); and flying as a metaphor for coming into one’s personal power (“Fly Away”-John Denver, “Broken Wings”- Mr. Mister, “I Believe I Can Fly”-R. Kelly, and all flavors of “Learn/ing to Fly”-Foo Fighters, Tom Petty, Pink Floyd).

The Pink Floyd version of “Learning to Fly,” released in 1987, recounts David Gilmour’s journey taking the controls of the band following the departure of Roger Waters. One version of the video features a young Native American man working in a field who, after seeing an airplane fly overhead, runs and jumps off a cliff, turning into a red-tailed hawk. Both Gilmour and drummer Nick Ma-son, purportedly once afraid to fly, are certificated pilots, and the radio chatter in the middle of the song is a recording from a flying lesson undertaken by Mason. Gilmour, an experienced pilot and avia-tion enthusiast, founded the Intrepid Avi-ation Museum in North Weald, England to house his antique aircraft collection, but according to an interview from 2002, sold the museum when it became more of a business than a hobby.

Still, occasionally flying and airplanes are used as a symbol of trouble in a relationship (“5:30 Plane”-Supremes, “Sky High”-Jigsaw, “Leavin’”- Jesse McCartney, “Jet Lag”-Simple Plan). New in the last decade or so are songs that incorporate flying on one’s personal jet as a symbol of success (“This Plane”-Wiz Kalifa, “Like a G6”-Far East Movement), although not always positive. In the song “Shut Up and Get On the Plane” by the Drive By Truckers, the line “shut up and get your ass on the plane” was inspired by the 1977 events leading up to the tragic plane crash that killed several Lynyrd Skynyrd band and crew members. Legend has it that twice before the last fatal flight, the rented plane had engine trouble but the pilots told the passengers not to worry. Prior to the last flight, several band members did not want to contin-ue to ride in the aircraft when Ronnie Van Zant stated, “shut up and get on the plane.”

The connection between music and flying is obvious by the number of songs written and recorded in the past ten decades. Another intersection is the one between the musicians themselves and flying. The Flying Musicians, Inc. official website says that “the skills required to play an instrument and fly an aircraft have marked similarities, from precision and multitasking to listening and fine motor skills.” Dozens of famous musi-cians and yes, even those classified as rock stars have been certificated pilots. The list includes John Travolta, Kenny G, Jimmy Buffet, Alan Jackson, Dierks Bent-ley, Tim McGraw, David Gilmour, Bruce Dickinson, Steve Morse, and John Denver, just to name a few.

How do the two connect? The love for flying, and the love for music? For Steve Morse, Grammy-nominated guitarist for the bands Dixie Dregs, The Steve Morse Band, Kansas and Deep Purple, among others, it was a way to see the bigger picture. Morse took a break from the rock and roll scene between playing in the Dregs and Kansas and spent six months flying as an airline pilot. In a 1992 interview in the LA Times, Morse said, “Flying is the thing that fills out my life.

MUSIC AND AVIATION

The band 21 Pilots have an interest-ing story behind their name. One of the band members was studying a play by famous playwright Arthur Miller, All My Sons, about a man who sent out faulty airplane parts during World War II, which killed 21 pilots. The man was aware of the faults but sent the parts anyway to benefit his business. The guilt he felt and the difference between right and wrong served as inspira-tion for the band’s name, hoping it would remind them always to make the right decisions, even when it was difficult.


Pilatus 19Q2.indd 52-53 6/6/19 11:03 AM

Being up there really gives you a sense of the bigger view. And, maybe best of all, there’s something about it--maybe it’s that bigger view--that helps put the heart in my music.”

Bruce Dickinson, lead singer for the iconic metal band, Iron Maiden, is also an accomplished pilot, aerospace entre-preneur, and a craft beer brewer (check out Trooper: The Official Iron Maiden Beer, https://www.ironmaidenbeer.com). Dickinson started flying in the 1990’s and eventually earned his ATP. He flew a 757 for UK charter company, Astraeus, and acted as captain for Iron Maiden’s 757, “Ed Force One,” during the band’s 2008 and 2011 tours. The tour became the subject matter for the documenta-ry film, “Iron Maiden: Flight 666.” In “Flying Heavy Metal,” a five-part British television series, Dickinson presented, and often flew, a number of aircraft from across the history of commercial aviation (the series is available on-demand). For

their 2016 tour, the band upgraded to a 747-400, for which Dickinson got the type rating and continued to captain the ship.

In 2012, Dickinson started Cardiff Avia-tion, an MRO, line maintenance and pilot training company in South Wales. The company continues to grow, now cham-pioning training pilots for the global pilot shortage and supporting the creation of a national airline in Djibouti.

Iron Maiden recorded several songs about historical battles, but two were particularly focused on aerial dogfights. “Aces High” describes an air battle from the perspective of the pilot, and the song “Tailgunner,” you guessed it, from the viewpoint of the tail gunner: “Nail that Fokker, kill that son,

Gonna blow your guts out with my gun”. Graphic and to the point, Dickinson seems to have a straightforward and me-chanical relationship with flying, as ev-idenced by his song lyrics and hands-on business role in aviation. Others, like John

Denver, saw flying more romantically. John Denver has perhaps the most

interesting and least-known deep avia-tion connections, even though Denver’s piloting skills were well-known by the public. He was an experienced pilot with 2700 flight hours, and single-engine land and sea, multi-engine land, glider, and instrument ratings. He also held a type rating in his Learjet. What was much less known is that his real name was Henry John Deutschendorf Jr., named after his father, Lt Col Henry John Deutschendorf of the US Air Force, and he was born at Roswell Army Airfield, NM.

Denver’s father was a pilot in the 43rd Bomb Wing of Strategic Air Command. He set several Fédération Aéronautique Inter-nationale (FAI) speed records when he flew a B-58 Hustler from Carswell AFB, TX, to Edwards AFB, CA, where he then flew two laps of a 1,000-kilometer circuit between Edwards and Yuma at an average of 1,061.81 miles per hour. Deutschendorf

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• 2-3 knots improved cruise speed

• 10% shorter takeoff roll

• 100 feet per minute better climb rate

“Still loving it! All of my initial impressions of performance improvements have held true over time. It does look spectacular to the eye.”– Brian Cleary

Built on Honor for over 100 years, Hartzell propellers are backed by our industry-leading, 6-year/4,000 hr. warranty.

Better take-off and climb | Faster, Quieter, Smoother | High Performance

Contact your local Pilatus

Sales & Service Center

for details, or visit

HartzellProp.com/TopProp

800-942-7767

GEAR UP.Visit the online store for all your official

Pilatus brand merchandise, apparel

and pilot accessories.

www.PilatusGear.com

PIL1016_PilatusGear_Ad.indd 1 10/6/2016 4:56:20 PM

MUSIC AND AVIATION


Pilatus 19Q2.indd 54-55 6/6/19 11:03 AM

Being up there really gives you a sense of the bigger view. And, maybe best of all, there’s something about it--maybe it’s that bigger view--that helps put the heart in my music.”

Bruce Dickinson, lead singer for the iconic metal band, Iron Maiden, is also an accomplished pilot, aerospace entre-preneur, and a craft beer brewer (check out Trooper: The Official Iron Maiden Beer, https://www.ironmaidenbeer.com). Dickinson started flying in the 1990’s and eventually earned his ATP. He flew a 757 for UK charter company, Astraeus, and acted as captain for Iron Maiden’s 757, “Ed Force One,” during the band’s 2008 and 2011 tours. The tour became the subject matter for the documenta-ry film, “Iron Maiden: Flight 666.” In “Flying Heavy Metal,” a five-part British television series, Dickinson presented, and often flew, a number of aircraft from across the history of commercial aviation (the series is available on-demand). For

their 2016 tour, the band upgraded to a 747-400, for which Dickinson got the type rating and continued to captain the ship.

In 2012, Dickinson started Cardiff Avia-tion, an MRO, line maintenance and pilot training company in South Wales. The company continues to grow, now cham-pioning training pilots for the global pilot shortage and supporting the creation of a national airline in Djibouti.

Iron Maiden recorded several songs about historical battles, but two were particularly focused on aerial dogfights. “Aces High” describes an air battle from the perspective of the pilot, and the song “Tailgunner,” you guessed it, from the viewpoint of the tail gunner: “Nail that Fokker, kill that son,

Gonna blow your guts out with my gun”. Graphic and to the point, Dickinson seems to have a straightforward and me-chanical relationship with flying, as ev-idenced by his song lyrics and hands-on business role in aviation. Others, like John

Denver, saw flying more romantically. John Denver has perhaps the most

interesting and least-known deep avia-tion connections, even though Denver’s piloting skills were well-known by the public. He was an experienced pilot with 2700 flight hours, and single-engine land and sea, multi-engine land, glider, and instrument ratings. He also held a type rating in his Learjet. What was much less known is that his real name was Henry John Deutschendorf Jr., named after his father, Lt Col Henry John Deutschendorf of the US Air Force, and he was born at Roswell Army Airfield, NM.

Denver’s father was a pilot in the 43rd Bomb Wing of Strategic Air Command. He set several Fédération Aéronautique Inter-nationale (FAI) speed records when he flew a B-58 Hustler from Carswell AFB, TX, to Edwards AFB, CA, where he then flew two laps of a 1,000-kilometer circuit between Edwards and Yuma at an average of 1,061.81 miles per hour. Deutschendorf

UNMATCHED PERFORMANCE FOR PILATUS PILATUS PC-12 AIRCRAFTThe Pilatus PC-12 is built for versatility, reliability, and performance. The Hartzell 5-blade composite propeller STC

raises it to a whole new level. The numbers speak for themselves:

• 2-3 knots improved cruise speed

• 10% shorter takeoff roll

• 100 feet per minute better climb rate

“Still loving it! All of my initial impressions of performance improvements have held true over time. It does look spectacular to the eye.”– Brian Cleary

Built on Honor for over 100 years, Hartzell propellers are backed by our industry-leading, 6-year/4,000 hr. warranty.

Better take-off and climb | Faster, Quieter, Smoother | High Performance

Contact your local Pilatus

Sales & Service Center

for details, or visit

HartzellProp.com/TopProp

800-942-7767

GEAR UP.Visit the online store for all your official

Pilatus brand merchandise, apparel

and pilot accessories.

www.PilatusGear.com

PIL1016_PilatusGear_Ad.indd 1 10/6/2016 4:56:20 PM

MUSIC AND AVIATION


Pilatus 19Q2.indd 54-55 6/6/19 11:03 AM

https://www.ironmaidenbeer.com/

http://www.pilatusgear.com/

• Anything by Wings (Obviously) • Anything by Starship• Anything by Jet• Anything by 21 Pilots• Come Fly with Me - Frank Sinatra• Fly at Night - Chilliwack • Gonna Fly Now - Bill Conti• Fly Away - John Denver • Fly by Night - Rush • Fly, Robin - Fly Silver Convention • Sky High - Jigsaw • Jet- Paul McCartney & Wings • This Flight Tonight - Nazareth • Hummingbird - Seals & Crofts • The Runway - Grass Roots • Leaving on A Jet Plane - Peter Paul & Mary • Sky Pilot (Part One) - The Animals • Back in The U.S.S.R. - The Beatles • Expecting to Fly - Buffalo Springfield • Up-Up and Away - The 5th Dimension • Great Airplane Strike - Paul Revere & The Raiders • Eight Miles High - The Byrds• Fly Me to The Moon - Frank Sinatra • Straighten Up & Fly Right - DeJohn Sisters • Dickie Goodman - Flying Saucer (Parts 1 & 2) • Straighten Up and Fly Right - The King Cole Trio • Der Fuhrer’s Face - Spike Jones• He Wears a Pair of Silver Wings - Dinah Shore• It’s a Pair of Wings for Me - Nat Gonella• Bluebirds Over the White Cliffs of Dover - Vera Lynn• Coming in on a Wing and a Prayer - Song Spinners, Ry Cooder• Spirit in the sky - Norman Greenbaum• I Want to Take You Higher - Sly and the Family Stone• Stairway to Heaven - Led Zeppelin• Outa Space (instrumental) - Billy Preston• Rocket Man - Elton John• Free Bird - Lynyrd Skynyrd• Magic - Pilot (Just for the band name)• Oh Shit - The Pharcyde

(Because this is a commonly used flying phrase)• Broken Wings - Mr. Mister• Danger Zone - Kenny Loggins• Rocket - Def Leppard• Can You Fly? - Freedy Johnston• Supersonic - Oasis• Flying Home for Christmas - Blue Moon Special• Intergalactic - Beastie Boys• I’m Like a Bird - Nellie Furtado• Like a G6 - Far East Movement• Pilots on a Star - Alison Goldfrapp

(Check out this video: https://youtu.be/ydNbuB6PLiU)• Fly - Hilary Duff • Flying Without Wings - Ruben Studdard • I'll Fly with You (L'Amour Toujours) - Gigi D'Agostino • I'm Like A Bird - Nelly Furtado • Take A Picture - Filter • Learn to Fly - Foo Fighters • Born to Fly - Sara Evans • Fly Away - Lenny Kravitz • Given to Fly - Pearl Jam • Fly - Sugar Ray • Fly Like an Eagle - Seal • I Believe I Can Fly - R. Kelly • Bullet with Butterfly Wings - Smashing Pumpkins • Learning to Fly - Tom Petty & The Heartbreakers • Fly to The Angels - Slaughter • Learning to Fly - Pink Floyd • Drop the Pilot - Joan Armatrading • On the Wings of Love - Jeffrey Osborne • Time for Me to Fly - REO Speedwagon • Flyin’ - Prism • Fly Like an Eagle - Steve Miller Band • Jet Airliner - Steve Miller Band • Speed of Sound - Coldplay• Pretty Wings - Maxwell• Airplanes - B.o.B.• Rocketeer - Far East Movement• Jet Lag - Simple Plan• Superman - Five for Fighting• Empire of the Clouds - Iron Maiden• Drunk on a Plane - Dierks Bentley• Night Flight - Led Zeppelin• Elevation - U2• Watching Airplanes - Gary Allan• Leavin’ - Jesse McCartney• Aeroplane Blues - Black Keys• Enough Space - Foo Fighters

YOUR AVIATION PLAYLISTand his two crewmen were awarded the Distinguished Flying Cross for the mission.

As with flying, Denver had a keen interest in space flight and was a big supporter of NASA and Ameri-ca’s work in space. He campaigned to bring the “Citizens in Space” program into being and was award-ed the NASA Public Service Medal for increasing public awareness of their efforts. In 1985, he passed NASA’s rigorous flight physical and was a finalist to be the first citizen in space but was not chosen. In 1986, the space shuttle Challenger exploded 73 seconds into its flight, killing all seven on board, including citizen-teacher Christa McAuliffe. Later that year, Denver released the song “Flying for Me,” dedicating it to McAuliffe and her crewmates on Challenger.

Denver’s first commercial success in the music business was writing the song “Leaving on a Jet Plane,” which was the folk group Peter, Paul and Mary’s first hit. He went on to record several songs about flying, including “Fly Away” (with Olivia Newton-John), “The Eagle and the Hawk,” and “On the Wings of a Dream,” which includes these prophetic words: “Yesterday I had a dream about dying, about laying to rest and then flying. How the moment at hand is the only thing we really own.”

John Denver died on October 12th, 1997 when his experimental Rutan Long EZ airplane crashed into Monterey Bay. He had recently pur-chased the aircraft, made by some-one else from a kit, and had taken a half-hour checkout flight with the aircraft the day before the accident. During the checkout, he comment-ed on how difficult the fuel tank switch was to access from the front seat and was given a mirror by the mechanic with which to look over his shoulder at the fuel gauge. The NTSB investigation concluded that

the awkward maneuvering required by the pilot to reach around and switch the fuel tank caused Denver to put the aircraft into a dive. Some witnesses reported the aircraft engine going silent just before the crash, suggesting fuel starvation. The mirror was recovered in the wreckage.

We’ll close with a well-known song with an aviation link that might escape those without air navigation experience. The Canadi-an band, Rush, had a hit song called “YYZ” (pronounced “Why-Why-Zed” in its native Canadian dialect) that was nominated and was the runner up for the Best Rock Instru-mental award in the 1982 Grammys. The band, hailing from Toronto, named the song after the three-let-ter identifier for Toronto’s Lester B. Pearson International Airport, and the strange guitar harmonics in the beginning of the song represent the Morse code for the airfield’s VOR. And now you know the rest of the story.

To the right is a playlist reaching back to 1920 with songs about fly-ing, airplanes and space. It is by no means an exhaustive list, but that is not for lack of effort! You can access the list on Spotify by searching for “Killer Jets Aviation Playlist,” or by scanning the QR code below.

MUSIC AND AVIATION

Line from “Fly Like an Eagle” (Steve Miller):

In a sky full of people only some want to fly, isn’t that crazy?


P

Pilatus 19Q2.indd 56-57 6/6/19 11:03 AM

https://youtu.be/ydNbuB6PLiU

• Anything by Wings (Obviously) • Anything by Starship• Anything by Jet• Anything by 21 Pilots• Come Fly with Me - Frank Sinatra• Fly at Night - Chilliwack • Gonna Fly Now - Bill Conti• Fly Away - John Denver • Fly by Night - Rush • Fly, Robin - Fly Silver Convention • Sky High - Jigsaw • Jet- Paul McCartney & Wings • This Flight Tonight - Nazareth • Hummingbird - Seals & Crofts • The Runway - Grass Roots • Leaving on A Jet Plane - Peter Paul & Mary • Sky Pilot (Part One) - The Animals • Back in The U.S.S.R. - The Beatles • Expecting to Fly - Buffalo Springfield • Up-Up and Away - The 5th Dimension • Great Airplane Strike - Paul Revere & The Raiders • Eight Miles High - The Byrds• Fly Me to The Moon - Frank Sinatra • Straighten Up & Fly Right - DeJohn Sisters • Dickie Goodman - Flying Saucer (Parts 1 & 2) • Straighten Up and Fly Right - The King Cole Trio • Der Fuhrer’s Face - Spike Jones• He Wears a Pair of Silver Wings - Dinah Shore• It’s a Pair of Wings for Me - Nat Gonella• Bluebirds Over the White Cliffs of Dover - Vera Lynn• Coming in on a Wing and a Prayer - Song Spinners, Ry Cooder• Spirit in the sky - Norman Greenbaum• I Want to Take You Higher - Sly and the Family Stone• Stairway to Heaven - Led Zeppelin• Outa Space (instrumental) - Billy Preston• Rocket Man - Elton John• Free Bird - Lynyrd Skynyrd• Magic - Pilot (Just for the band name)• Oh Shit - The Pharcyde

(Because this is a commonly used flying phrase)• Broken Wings - Mr. Mister• Danger Zone - Kenny Loggins• Rocket - Def Leppard• Can You Fly? - Freedy Johnston• Supersonic - Oasis• Flying Home for Christmas - Blue Moon Special• Intergalactic - Beastie Boys• I’m Like a Bird - Nellie Furtado• Like a G6 - Far East Movement• Pilots on a Star - Alison Goldfrapp

(Check out this video: https://youtu.be/ydNbuB6PLiU)• Fly - Hilary Duff • Flying Without Wings - Ruben Studdard • I'll Fly with You (L'Amour Toujours) - Gigi D'Agostino • I'm Like A Bird - Nelly Furtado • Take A Picture - Filter • Learn to Fly - Foo Fighters • Born to Fly - Sara Evans • Fly Away - Lenny Kravitz • Given to Fly - Pearl Jam • Fly - Sugar Ray • Fly Like an Eagle - Seal • I Believe I Can Fly - R. Kelly • Bullet with Butterfly Wings - Smashing Pumpkins • Learning to Fly - Tom Petty & The Heartbreakers • Fly to The Angels - Slaughter • Learning to Fly - Pink Floyd • Drop the Pilot - Joan Armatrading • On the Wings of Love - Jeffrey Osborne • Time for Me to Fly - REO Speedwagon • Flyin’ - Prism • Fly Like an Eagle - Steve Miller Band • Jet Airliner - Steve Miller Band • Speed of Sound - Coldplay• Pretty Wings - Maxwell• Airplanes - B.o.B.• Rocketeer - Far East Movement• Jet Lag - Simple Plan• Superman - Five for Fighting• Empire of the Clouds - Iron Maiden• Drunk on a Plane - Dierks Bentley• Night Flight - Led Zeppelin• Elevation - U2• Watching Airplanes - Gary Allan• Leavin’ - Jesse McCartney• Aeroplane Blues - Black Keys• Enough Space - Foo Fighters

YOUR AVIATION PLAYLISTand his two crewmen were awarded the Distinguished Flying Cross for the mission.

As with flying, Denver had a keen interest in space flight and was a big supporter of NASA and Ameri-ca’s work in space. He campaigned to bring the “Citizens in Space” program into being and was award-ed the NASA Public Service Medal for increasing public awareness of their efforts. In 1985, he passed NASA’s rigorous flight physical and was a finalist to be the first citizen in space but was not chosen. In 1986, the space shuttle Challenger exploded 73 seconds into its flight, killing all seven on board, including citizen-teacher Christa McAuliffe. Later that year, Denver released the song “Flying for Me,” dedicating it to McAuliffe and her crewmates on Challenger.

Denver’s first commercial success in the music business was writing the song “Leaving on a Jet Plane,” which was the folk group Peter, Paul and Mary’s first hit. He went on to record several songs about flying, including “Fly Away” (with Olivia Newton-John), “The Eagle and the Hawk,” and “On the Wings of a Dream,” which includes these prophetic words: “Yesterday I had a dream about dying, about laying to rest and then flying. How the moment at hand is the only thing we really own.”

John Denver died on October 12th, 1997 when his experimental Rutan Long EZ airplane crashed into Monterey Bay. He had recently pur-chased the aircraft, made by some-one else from a kit, and had taken a half-hour checkout flight with the aircraft the day before the accident. During the checkout, he comment-ed on how difficult the fuel tank switch was to access from the front seat and was given a mirror by the mechanic with which to look over his shoulder at the fuel gauge. The NTSB investigation concluded that

the awkward maneuvering required by the pilot to reach around and switch the fuel tank caused Denver to put the aircraft into a dive. Some witnesses reported the aircraft engine going silent just before the crash, suggesting fuel starvation. The mirror was recovered in the wreckage.

We’ll close with a well-known song with an aviation link that might escape those without air navigation experience. The Canadi-an band, Rush, had a hit song called “YYZ” (pronounced “Why-Why-Zed” in its native Canadian dialect) that was nominated and was the runner up for the Best Rock Instru-mental award in the 1982 Grammys. The band, hailing from Toronto, named the song after the three-let-ter identifier for Toronto’s Lester B. Pearson International Airport, and the strange guitar harmonics in the beginning of the song represent the Morse code for the airfield’s VOR. And now you know the rest of the story.

To the right is a playlist reaching back to 1920 with songs about fly-ing, airplanes and space. It is by no means an exhaustive list, but that is not for lack of effort! You can access the list on Spotify by searching for “Killer Jets Aviation Playlist,” or by scanning the QR code below.

MUSIC AND AVIATION

Line from “Fly Like an Eagle” (Steve Miller):

In a sky full of people only some want to fly, isn’t that crazy?


P

Pilatus 19Q2.indd 56-57 6/6/19 11:03 AM

Experience the difference first-hand with the defined leader in Pilatus insurance.$100,000,000 of legal liability insurance now available from Lance Toland Associates for qualified, single pilot, owner-flown PC-12 operators.To learn more about proven knowledge based aviation insurance solutions contact

[email protected]

www.lancetoland.com

According to the Federal Aviation Ad-ministration, “vision is a pilot’s most important sense.” In addition to natural factors such as daylight and cloud cover, a pilot’s lenses also affect vision

during flight. Though blue blocker sunglasses pro-vide warm color and contrast, a recent study indicates that they may affect peripheral vision.

The retina of the eye contains two types of photoreceptors that detect visible light. Cones are tightly concentrated near the center of the retina, allowing for sharp focus and color recognition during normal daylight conditions. Rods are distributed throughout the periphery of the retina, and allow for peripheral vision in dim or dark light. A typical human eye contains about 100 million rods and 7 million cones.

Most of our vision comes from cones during well-lit daylight conditions; this is called photopic vision. Scotopic vision, which occurs in low-light, happens entirely through rod cells. During intermediate or tran-sitional lighting conditions such as sunrise, sunset, or overcast skies, rod cells and cone cells work together to enable mesopic vision.

The scotopic/photopic ratio, or S/P ratio, mea-sures how much visual light transmission is useful to the human

VISION SENSE

Maximizing Peripheral Vision During Flight


By ALOE DRISCOLL

Pilatus 19Q2.indd 58-59 6/6/19 11:03 AM


http://www.lancetoland.com/

Experience the difference first-hand with the defined leader in Pilatus insurance.$100,000,000 of legal liability insurance now available from Lance Toland Associates for qualified, single pilot, owner-flown PC-12 operators.To learn more about proven knowledge based aviation insurance solutions contact

[email protected]

www.lancetoland.com

According to the Federal Aviation Ad-ministration, “vision is a pilot’s most important sense.” In addition to natural factors such as daylight and cloud cover, a pilot’s lenses also affect vision

during flight. Though blue blocker sunglasses pro-vide warm color and contrast, a recent study indicates that they may affect peripheral vision.

The retina of the eye contains two types of photoreceptors that detect visible light. Cones are tightly concentrated near the center of the retina, allowing for sharp focus and color recognition during normal daylight conditions. Rods are distributed throughout the periphery of the retina, and allow for peripheral vision in dim or dark light. A typical human eye contains about 100 million rods and 7 million cones.

Most of our vision comes from cones during well-lit daylight conditions; this is called photopic vision. Scotopic vision, which occurs in low-light, happens entirely through rod cells. During intermediate or tran-sitional lighting conditions such as sunrise, sunset, or overcast skies, rod cells and cone cells work together to enable mesopic vision.

The scotopic/photopic ratio, or S/P ratio, mea-sures how much visual light transmission is useful to the human

VISION SENSE

Maximizing Peripheral Vision During Flight


By ALOE DRISCOLL

Pilatus 19Q2.indd 58-59 6/6/19 11:03 AM

"An incredibly useful solution to an expensive problem at half the cost" ‐ Lance Toland"Easy to use, Great Business Tool" ‐ Bob Wilson "Works well, I really like it” ‐ Tom Haas"Airtext provides fast and reliable ability to text on the groundor in the air “ ‐ John Dunham

Here's what PC‐12 owners are saying about Airtext

VISION SENSE

eye. In nature, the S/P ratio is close to 1.4 during sunrise and sunset. A value above 1.0 is considered optimal, while a value be-low 1.0 compromises peripheral vision. Blue blocker lenses lower the S/P ratio by limiting the amount of light in the 400-500nm blue spectrum that reaches the eye.

Light conditions with a high S/P ratio simultaneously activate rod and cone cells, allowing for maximum absorption of visual information. This becomes especially critical during takeoff and landing, when sharp focus and peripheral vision are both re-quired. According to Boeing statistical studies published in 2014, nearly half of all fatal accidents in flight occur during takeoff and landing,

“If you’re focusing straight out at the runway, you don’t have much awareness of how high you are,” says Eric Tucker, a cor-porate pilot with a background in aerobatics. “The information on the sides of the runway tells you your rate of closure with the ground.” Tucker is more aware of peripheral vision than most pilots—he relies on it entirely when landing tail draggers, since he can’t see over the nose of the plane.

Peripheral vision extends to about 135 degrees around the line of sight, enabling detection of outlying shapes and movement. This type of vision is the work of the rods, which are consider-ably more sensitive to light than cones. During bright daylight conditions, rods are saturated and non-functional. Rods are most sensitive to wavelengths of light around 498 nm, which fall in the blue spectrum of light.

Barry Shiller, Chief Technology Officer for Method Seven, is studying the relationship between blue light and peripheral vision. “The key thing pilots tell us is that they don’t need to remove our lenses during takeoff and landing,” Shiller says.

Method Seven products utilize a technology called notch filtering, which allows for exceptional color contrast without di-minishing the S/P ratio. The SKY lens product line has a S/P ratio of 1.0-1.4, depending on the visual light transmission rating.

In conjunction with engineering students at San Francisco State University, Shiller developed a test to measure response to blue light stimulus in the peripheral vision field. The students programmed a micro controller to drive blue lights in a random manner around an arc spanning 90 degrees to the right and 90 degrees to the left in the field of view. Participants pressed a button when they saw one of the blue lights energize. A total of 60 participants were individually tested wearing blue blocker sunglasses and Method Seven SKY 18 lenses.

Response time and missed targets were calculated for both pairs of lenses, both taking into account the peripheral vision angle. The average response time was 0.36 seconds for Meth-od Seven and 0.44 seconds for blue blockers. Up to 70 degrees, missed targets only varied 4% between blue blockers and Meth-od Seven. However, between 75 degrees and 90 degrees, there was a 22% increase in missed targets for the blue blocker lenses.

Shiller says the findings validate the relationship between the S/P ratio and peripheral vision. He plans to continue testing under outside lighting conditions, and across a wider range of participants.


P

ALOE DRISCOLL is a freelance writer and marketing consultant for the optics manufacturer Method Seven. The M7 Sky product line has been researched and developed specifically for pilots and aviation. For more in-formation about Method Seven, visit www.methodseven.com and follow @m7skyoptics on Instagram.

Pilatus 19Q2.indd 60-61 6/6/19 11:03 AM

http://www.methodseven.com/

"An incredibly useful solution to an expensive problem at half the cost" ‐ Lance Toland"Easy to use, Great Business Tool" ‐ Bob Wilson "Works well, I really like it” ‐ Tom Haas"Airtext provides fast and reliable ability to text on the groundor in the air “ ‐ John Dunham

Here's what PC‐12 owners are saying about Airtext

VISION SENSE

eye. In nature, the S/P ratio is close to 1.4 during sunrise and sunset. A value above 1.0 is considered optimal, while a value be-low 1.0 compromises peripheral vision. Blue blocker lenses lower the S/P ratio by limiting the amount of light in the 400-500nm blue spectrum that reaches the eye.

Light conditions with a high S/P ratio simultaneously activate rod and cone cells, allowing for maximum absorption of visual information. This becomes especially critical during takeoff and landing, when sharp focus and peripheral vision are both re-quired. According to Boeing statistical studies published in 2014, nearly half of all fatal accidents in flight occur during takeoff and landing,

“If you’re focusing straight out at the runway, you don’t have much awareness of how high you are,” says Eric Tucker, a cor-porate pilot with a background in aerobatics. “The information on the sides of the runway tells you your rate of closure with the ground.” Tucker is more aware of peripheral vision than most pilots—he relies on it entirely when landing tail draggers, since he can’t see over the nose of the plane.

Peripheral vision extends to about 135 degrees around the line of sight, enabling detection of outlying shapes and movement. This type of vision is the work of the rods, which are consider-ably more sensitive to light than cones. During bright daylight conditions, rods are saturated and non-functional. Rods are most sensitive to wavelengths of light around 498 nm, which fall in the blue spectrum of light.

Barry Shiller, Chief Technology Officer for Method Seven, is studying the relationship between blue light and peripheral vision. “The key thing pilots tell us is that they don’t need to remove our lenses during takeoff and landing,” Shiller says.

Method Seven products utilize a technology called notch filtering, which allows for exceptional color contrast without di-minishing the S/P ratio. The SKY lens product line has a S/P ratio of 1.0-1.4, depending on the visual light transmission rating.

In conjunction with engineering students at San Francisco State University, Shiller developed a test to measure response to blue light stimulus in the peripheral vision field. The students programmed a micro controller to drive blue lights in a random manner around an arc spanning 90 degrees to the right and 90 degrees to the left in the field of view. Participants pressed a button when they saw one of the blue lights energize. A total of 60 participants were individually tested wearing blue blocker sunglasses and Method Seven SKY 18 lenses.

Response time and missed targets were calculated for both pairs of lenses, both taking into account the peripheral vision angle. The average response time was 0.36 seconds for Meth-od Seven and 0.44 seconds for blue blockers. Up to 70 degrees, missed targets only varied 4% between blue blockers and Meth-od Seven. However, between 75 degrees and 90 degrees, there was a 22% increase in missed targets for the blue blocker lenses.

Shiller says the findings validate the relationship between the S/P ratio and peripheral vision. He plans to continue testing under outside lighting conditions, and across a wider range of participants.


P

ALOE DRISCOLL is a freelance writer and marketing consultant for the optics manufacturer Method Seven. The M7 Sky product line has been researched and developed specifically for pilots and aviation. For more in-formation about Method Seven, visit www.methodseven.com and follow @m7skyoptics on Instagram.

Pilatus 19Q2.indd 60-61 6/6/19 11:03 AM

SPR ING 2 019 / POPA / 6362 / P OPA / SPR ING 2 019

Scenario: You are a single pilot in your aircraft taxiing out from the ramp to the run-way at a busy airport. You are rushed to complete all of the checklists before you depart because the departure runway is very close to the ramp. Air Traffic Control (ATC) gives you a full re-route for the clearance and now you also must repro-gram the navigation system as appropri-ate before departure.

What are the threats in this scenario? Will you have enough time to complete the required checklists and programming before ATC gives you takeoff clearance? What are your options? Read on to see how you can use Threat and Error Man-agement to help you with this scenario.

According to the Federal Aviation Ad-ministration, Threat and Error Manage-

ment (TEM) is a conceptual framework for understanding operational performance in complex environments, such as the flight deck. Originally created to identify poten-tial risks in commercial aviation, the TEM model is generic enough to be adapted to numerous work situations. The benefit of TEM is that it can simultaneously high-light the operational environment (flight deck) and the humans (pilot) working in that environment.

From the pilot perspective, there are three basic components of TEM: threats, errors, and undesired aircraft states. Threats are defined as events that occur beyond the influence of the pilot. Some threats can be anticipated, since they are expected or known to the pilot. For exam-ple, adverse weather can be a threat. The pilot cannot control the weather but he/she can control his/her actions of flying around or avoiding the adverse weather.

However, some threats may not be ob-vious to the pilot and are considered latent

threats. Examples of latent or hidden threats include equipment design issues, optical illusions, or quick turn-around schedules.

Errors are defined as pilot actions or in-actions that can result in deviations from intentions or expectations. Unmanaged and/or mismanaged errors can lead to undesired aircraft states. This is why one of the objectives of TEM is to understand error detection and response, rather than solely focusing on error causation and commission. Operational errors that are timely detected and promptly responded to or errors that do not lead to undesired aircraft states become operationally in-consequential.

An undesired aircraft state is the reduction of flight safety in a particular configuration, such as altitude or speed deviations. Undesired aircraft states are transitional states between a normal op-erational state and an outcome. Outcomes are end states, most notably, report

THREAT AND ERROR MANAGEMENT

PHOTOS: PILATUS AIRCRAFT LTD.

THREATERRORAND

MANAGEMENTBy MICHELE SUMMERS HALLERAN

MICHELE SUMMERS is an Professor with the Department of Aeronautical Science at ERAU. She received her Bachelors Degree in Aeronautical Science from Middle Tennessee State University and her Masters Degree in Aeronautical Science from Embry-Riddle Aeronautical University. She has over 5000 total flight hours with 15 years of civilian flying experience including flight instruction, cargo flight operations in the DC-3, and much more.

Pilatus 19Q2.indd 62-63 6/6/19 11:03 AM


able occurrences such as incidents and accidents. Undesired aircraft states that result from ineffective threat and/or error management may lead to compromising situations and are considered the first step leading to an incident or accident. Here’s an example: a stabilized approach (normal operational state) turns into an un-stabilized approach (undesired aircraft state) that results in a runway excursion (outcome).

Threat and Error Management is based on a model developed by the Human Factors Research Project of the University of Texas in Austin in partnership with Delta Airlines in 1994. The Threat and Error Management Model II shows errors

as they relate to threats and outcomes. Threats are events that are external to the flight deck and must be managed by pilots during normal everyday flights. In the model of threat and error management, external threats are situations, events or errors that originate outside of the cock-pit, such as high terrain, poor weather, aircraft system malfunction, errors made by the crew or maintenance, and ATC. As you can see in the diagram, such events increase operational complexity and pose a potential safety risk to the flight.

The TEM philosophy stresses the three basic concepts of anticipation, recognition, and recovery. The key to anticipation is accepting that while something is likely

to go wrong, you can’t know exactly what it will be or when it will happen. Antic-ipation builds vigilance, and vigilance is the key to recognizing adverse events and errors. Logically, recognition leads to recovery. In some cases, particularly when an error escalates to an undesired aircraft state, recovering adequate safety margins is the first line of action: Recover first, analyze the causes later.

Let’s revisit our opening scenario with a TEM application.

Scenario: You are a single pilot in your aircraft taxiing out from the ramp to the runway at a busy airport. You are rushed to complete all of the checklists before you depart because the departure

Threat and Error Management Model II

Adapted from Helmreich, Klinect, & Wilhelm. (2001). System Safety and Threat and Error Management: The Line Operations Safety Audit (LOSA).


Pilatus 19Q2.indd 64-65 6/6/19 11:03 AM

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PNC is a registered mark of The PNC Financial Services Group, Inc. (“PNC”).Equipment fi nancing and leasing products are provided by PNC Equipment Finance, LLC, a wholly-owned subsidiary of PNC Bank. Aircraft financing is provided by PNC Aviation Finance, a division of PNC Equipment Finance, LLC. In Canada, PNC Bank Canada Branch, the Canadian branch of PNC Bank, provides bank deposit, treasury management, lending (including asset-based lending through its Business Credit division) and leasing and lending products and services (through its Equipment Finance division). Deposits with PNC Bank Canada Branch are not insured by the Canada Deposit Insurance Corporation. Deposits with PNC Bank Canada Branch are not insured by the Federal Deposit Insurance Corporation, nor are they guaranteed by the United States Government or any agency thereof. In the event of the failure of PNC Bank, deposits with PNC Bank Canada Branch would be treated as unsecured general liabilities, and creditors would be considered general creditors of PNC Bank.Lending and leasing products and services, as well as certain other banking products and services, require credit approval. ©2018 The PNC Financial Services Group, Inc. All rights reserved. CIB EF PDF 0116-081-216001

CIBEF Know Ad_Resize_Aviation_POPA_Rev1.indd 1 1/19/16 2:40 PM66 / POPA / SPR ING 2 019

runway is very close to the ramp. ATC gives you a full re-route for the clearance and now you also must re-program the navigation system as appropriate before departure.

What did you recognize as threats in this scenario? 1. Single pilot operations in a busy airport environ-

ment. Can you use your passenger(s) to help spot traffic while you taxi, listen for your call sign on the radio, read out checklists to you?

2. Are you comfortable with the re-route and your abili-ty to reprogram the navigation properly and quickly?

3. Chance of a runway incursion while taxiing heads down?

What about potential errors? 1. Could you miss a checklist item in your rush to finish?2. Mis-program your navigation for the re-route?

What countermeasures can you come with as you recog-nize the threats in an effort to avoid making errors?

1. Find out what runway ATC is using for departure on ATIS and locate that runway on the airport diagram before calling ATC for your taxi clearance. That way you know how close the ramp and runway are to approximate taxi time.

2. Tell ATC unable to taxi and stay on the ramp while completing checklists and reprogramming navigation.

3. Tell ATC unable to depart if given takeoff clearance before all tasks are completed.

As part of your pre-flight and flight planning, ask yourself these questions:

1. How do you prioritize tasks in such a way to mini-mize distractions from flying the aircraft?

2. Can you complete all tasks in a timely manner considering the phase of flight without causing a distraction from flying?

3. Can you execute all checklists and procedures in a manner that does not increase workload at critical times, such as while taxiing, intercepting the final approach course, etc.?

As pilots, we all know that both threats and errors have the potential to result in undesired aircraft states. Although threats and errors are a part of everyday aviation opera-tions, pilots must manage undesired aircraft states since these states have the potential for unsafe outcomes. TEM proposes that threats (such as adverse weather), errors (such as a pilot selecting a wrong automation mode), and undesired aircraft states (such as an altitude deviation) are everyday events that pilots must manage to maintain safety. The objective of TEM is to provide the best possible support for pilots in managing threats, errors, and unde-sired aircraft states.


P

Pilatus 19Q2.indd 66-67 6/6/19 11:03 AM

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PNC AVIATION FINANCE I When it comes to fi nancing private aircraft,we know you value decades of aviation expertise, track record and fi nancial strength. That’s why aviation clients across the U.S. and Canada choose PNC Aviation Finance to help their business take off.

To learn more, visit pnc.com/aviation.

PNC is a registered mark of The PNC Financial Services Group, Inc. (“PNC”).Equipment fi nancing and leasing products are provided by PNC Equipment Finance, LLC, a wholly-owned subsidiary of PNC Bank. Aircraft financing is provided by PNC Aviation Finance, a division of PNC Equipment Finance, LLC. In Canada, PNC Bank Canada Branch, the Canadian branch of PNC Bank, provides bank deposit, treasury management, lending (including asset-based lending through its Business Credit division) and leasing and lending products and services (through its Equipment Finance division). Deposits with PNC Bank Canada Branch are not insured by the Canada Deposit Insurance Corporation. Deposits with PNC Bank Canada Branch are not insured by the Federal Deposit Insurance Corporation, nor are they guaranteed by the United States Government or any agency thereof. In the event of the failure of PNC Bank, deposits with PNC Bank Canada Branch would be treated as unsecured general liabilities, and creditors would be considered general creditors of PNC Bank.Lending and leasing products and services, as well as certain other banking products and services, require credit approval. ©2018 The PNC Financial Services Group, Inc. All rights reserved. CIB EF PDF 0116-081-216001

CIBEF Know Ad_Resize_Aviation_POPA_Rev1.indd 1 1/19/16 2:40 PM66 / POPA / SPR ING 2 019

runway is very close to the ramp. ATC gives you a full re-route for the clearance and now you also must re-program the navigation system as appropriate before departure.

What did you recognize as threats in this scenario? 1. Single pilot operations in a busy airport environ-

ment. Can you use your passenger(s) to help spot traffic while you taxi, listen for your call sign on the radio, read out checklists to you?

2. Are you comfortable with the re-route and your abili-ty to reprogram the navigation properly and quickly?

3. Chance of a runway incursion while taxiing heads down?

What about potential errors? 1. Could you miss a checklist item in your rush to finish?2. Mis-program your navigation for the re-route?

What countermeasures can you come with as you recog-nize the threats in an effort to avoid making errors?

1. Find out what runway ATC is using for departure on ATIS and locate that runway on the airport diagram before calling ATC for your taxi clearance. That way you know how close the ramp and runway are to approximate taxi time.

2. Tell ATC unable to taxi and stay on the ramp while completing checklists and reprogramming navigation.

3. Tell ATC unable to depart if given takeoff clearance before all tasks are completed.

As part of your pre-flight and flight planning, ask yourself these questions:

1. How do you prioritize tasks in such a way to mini-mize distractions from flying the aircraft?

2. Can you complete all tasks in a timely manner considering the phase of flight without causing a distraction from flying?

3. Can you execute all checklists and procedures in a manner that does not increase workload at critical times, such as while taxiing, intercepting the final approach course, etc.?

As pilots, we all know that both threats and errors have the potential to result in undesired aircraft states. Although threats and errors are a part of everyday aviation opera-tions, pilots must manage undesired aircraft states since these states have the potential for unsafe outcomes. TEM proposes that threats (such as adverse weather), errors (such as a pilot selecting a wrong automation mode), and undesired aircraft states (such as an altitude deviation) are everyday events that pilots must manage to maintain safety. The objective of TEM is to provide the best possible support for pilots in managing threats, errors, and unde-sired aircraft states.


P

Pilatus 19Q2.indd 66-67 6/6/19 11:03 AM

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TARMACBy STEFANIE LAUBER

TORNADOESONTHE

STEFANIE LAUBER is a meteorologist from Florida. She currently works in Environmental Science and freelances as a TV meteorolo-gist. She is a glutton for all things science and recently earned a M.S. in Geosciences from Mississippi State University.

Pilatus 19Q2.indd 68-69 6/6/19 11:03 AM

When conditions are right, tornadoes can hit anywhere - they don’t follow urban legend and avoid lakes or big cities. These winding monsters also don’t mind ripping through a major airport and has done so on at least three occasions in the last decade.

On the evening of April 22, 2011, St. Louis Lambert Airport (KSTL) took a direct hit from a tornado. Thanks to a mi-raculous 30 minutes lead-time and quick action from airport personnel, no deaths occured when the tornado struck just after 8 P.M. At its worst, the tornado was rated EF-4, but was estimated to be EF-2 at the time it struck the airport (Enhance Fujita scale ranges from EF-0 to EF-5). Videos from witnesses and security cameras show passengers waiting at the gate, filming the deteriorating conditions from the window. As the tornado approaches, the power surges, windows begin to shat-ter from flying debris, and airport person-nel herd everyone downstairs to interior parts of the terminals. Some passengers were aboard a plane, waiting at a jetway when the tornado winds pushed it down

the ramp. Thankfully, only a few people suffered minor injuries.

In the Mile-High City, Denver Inter-national Airport (KDEN) faced a similar test on June 18, 2013 when a smaller EF-1 tornado raced across its runways. In that scenario, KDEN officials acted immediate-ly when a warning was issued, diverting aircraft to other airports and evacuating all passengers and staff (an estimated 10,000 people) to designated shelters in stairwells and restrooms. In this case, passengers were also evacuated from air-craft into the designated shelters as well.

More recently on October 23, 2017, Hickory Regional Airport (KHKY) in North Carolina was heavily damaged by an EF-2 tornado. Four small aircraft were tossed off the ramp and two hangars were completely demolished. Thankfully, no one at KHKY was seriously injured. About six months after the tornado, KHKY was awarded more than $900,000 to repair the tornado-damaged north ramp.

In all three cases, the common factor that saved lives was quick action. Within minutes of being under a Tornado

TORNADOES ON THE TARMAC

There's no dis-agreement that tornadoes are one of the scariest weather events

on the planet. These violent twisting columns of air appear quickly and can wipe entire communities off the map in a matter of minutes. With this in mind, it’s prudent to heed ev-ery warning and act as soon as possible. More than one major airport has been threatened by tornadic thunderstorms. Seeing how each airfield prepared can teach a valuable lesson. Knowing how to pre-pare during the active tornado season will keep you ready for the next time the sirens blare.

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SunSpot 36 LX landing or taxi(45 Watts of power) or

SunSpot 36 HX that includes the “wig-wag” feature.

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Pilatus 19Q2.indd 70-71 6/6/19 11:03 AM

When conditions are right, tornadoes can hit anywhere - they don’t follow urban legend and avoid lakes or big cities. These winding monsters also don’t mind ripping through a major airport and has done so on at least three occasions in the last decade.

On the evening of April 22, 2011, St. Louis Lambert Airport (KSTL) took a direct hit from a tornado. Thanks to a mi-raculous 30 minutes lead-time and quick action from airport personnel, no deaths occured when the tornado struck just after 8 P.M. At its worst, the tornado was rated EF-4, but was estimated to be EF-2 at the time it struck the airport (Enhance Fujita scale ranges from EF-0 to EF-5). Videos from witnesses and security cameras show passengers waiting at the gate, filming the deteriorating conditions from the window. As the tornado approaches, the power surges, windows begin to shat-ter from flying debris, and airport person-nel herd everyone downstairs to interior parts of the terminals. Some passengers were aboard a plane, waiting at a jetway when the tornado winds pushed it down

the ramp. Thankfully, only a few people suffered minor injuries.

In the Mile-High City, Denver Inter-national Airport (KDEN) faced a similar test on June 18, 2013 when a smaller EF-1 tornado raced across its runways. In that scenario, KDEN officials acted immediate-ly when a warning was issued, diverting aircraft to other airports and evacuating all passengers and staff (an estimated 10,000 people) to designated shelters in stairwells and restrooms. In this case, passengers were also evacuated from air-craft into the designated shelters as well.

More recently on October 23, 2017, Hickory Regional Airport (KHKY) in North Carolina was heavily damaged by an EF-2 tornado. Four small aircraft were tossed off the ramp and two hangars were completely demolished. Thankfully, no one at KHKY was seriously injured. About six months after the tornado, KHKY was awarded more than $900,000 to repair the tornado-damaged north ramp.

In all three cases, the common factor that saved lives was quick action. Within minutes of being under a Tornado


There's no dis-agreement that tornadoes are one of the scariest weather events

on the planet. These violent twisting columns of air appear quickly and can wipe entire communities off the map in a matter of minutes. With this in mind, it’s prudent to heed ev-ery warning and act as soon as possible. More than one major airport has been threatened by tornadic thunderstorms. Seeing how each airfield prepared can teach a valuable lesson. Knowing how to pre-pare during the active tornado season will keep you ready for the next time the sirens blare.

PHOTO: DAVE TAVANI

LESS DRAG • LESS DRAW

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MAKE THE COMPARISON

GE4596 landing (250 Watts of power)

SunSpot LTL Landing (100 Watts of power)

-VS- -VS-

GE4587 taxi(250 Watts of power)

SunSpot LTL Taxi (100 Watts of power)

-VS-

GE 4509 (100 Watts of power)

SunSpot 36 LX landing or taxi(45 Watts of power) or

SunSpot 36 HX that includes the “wig-wag” feature.

(2) GE4596 (250W Landing Lights) and(1) GE4587 (250W Taxi Light)

(2) SunSpot LTL Landing (100W LED Light)and (1) SunSpot LTL Taxi (100W LED Light)

-VS-

GE AeroLEDs

SunSpot LTL is PMA and STC Certified for the PC12


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Warning, these airfields jumped into action and moved expe-ditiously to shelter those on the premises. Ideally, in the case of the KSTL tornado, passengers aboard the aircraft at the gate would have been safer inside the terminal. Those onboard were likely held on the aircraft for the sake of time because it’s safer to seek shelter onboard when compared to the risk of being caught by 100+ mile per hour winds while in the jetway. Reports stated that the pilot and and passengers aboard that aircraft were unaware of the tornado until they saw it pass a few hundred yards away. KSTL was later given a safety award by the Department of Homeland Security for promptly secur-ing the airport and protecting those inside.

Springtime in the United States is when most tornadoes occur, although they do occur in other countries. In fact, tor-nadoes happen on every continent except Antarctica and occur most frequently in North America. Two regions of the U.S. are most prone to tornadoes and are known as Tornado Alley and Dixie Alley. The former is the moniker for the central plain states, the latter for the southeastern states. These areas are the most vulnerable to tornadoes for similar reasons. In Tornado Alley, dry air rushes down the slopes of the Rocky Mountains and collides with warm, moisture-rich air from the Gulf of Mexico. In Dixie Alley, the drier air usually comes in the form of a cold front, carrying dry air from Canada. In both cases, the difference in air masses causes violent thunder-storms with ample rotation to form. From here the science becomes more complicated.

Research into all things “tornado” has been ongoing for decades and though great strides have been made, there is still more to be done to further improve warning times. Over the past 30 years, the average lead-time for a tornado has increased from about 5 minutes to approximately 13 min-utes thanks to advancements in Doppler radar, satellites, and computer modeling. Social science has helped improve those warning times, too. Smartphones and social media have certainly helped spread warning information. Still, scientists are working on ways to know more about the specific physical processes that take place when tornadoes form and how to best communicate the danger to the public, saving lives.

From the classic weather weenie box office hit Twister to the satirical Sharknado series from yesteryear, the mystery of the powerful cloud vortex continues to marvel. This fascination is a double-edged sword. On the one hand, people continue to endanger themselves by waiting until the last possible moment to seek shelter in attempts to watch or record viral cell phone video of tornadoes (storm chasing is best left to the experts). On a positive note, curiosity in the science of tornadoes has inspired new scientists and even newer technologies to help further research the meteorology at play. These advancements lead to better warning methods and strategies that keep people safe. Ultimately, the best response is getting into a sturdy shelter (preferably underground) as fast as humanly possible. Whether in the cockpit, the hangar, or the terminal, situation awareness and taking action can save lives.

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Wings for Humanity (WFH), a non-profit humanitarian aid organization, works in remote areas where traditional transportation is not available.

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Pilatus 19Q2.indd 72-73 6/6/19 11:03 AM

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Warning, these airfields jumped into action and moved expe-ditiously to shelter those on the premises. Ideally, in the case of the KSTL tornado, passengers aboard the aircraft at the gate would have been safer inside the terminal. Those onboard were likely held on the aircraft for the sake of time because it’s safer to seek shelter onboard when compared to the risk of being caught by 100+ mile per hour winds while in the jetway. Reports stated that the pilot and and passengers aboard that aircraft were unaware of the tornado until they saw it pass a few hundred yards away. KSTL was later given a safety award by the Department of Homeland Security for promptly secur-ing the airport and protecting those inside.

Springtime in the United States is when most tornadoes occur, although they do occur in other countries. In fact, tor-nadoes happen on every continent except Antarctica and occur most frequently in North America. Two regions of the U.S. are most prone to tornadoes and are known as Tornado Alley and Dixie Alley. The former is the moniker for the central plain states, the latter for the southeastern states. These areas are the most vulnerable to tornadoes for similar reasons. In Tornado Alley, dry air rushes down the slopes of the Rocky Mountains and collides with warm, moisture-rich air from the Gulf of Mexico. In Dixie Alley, the drier air usually comes in the form of a cold front, carrying dry air from Canada. In both cases, the difference in air masses causes violent thunder-storms with ample rotation to form. From here the science becomes more complicated.

Research into all things “tornado” has been ongoing for decades and though great strides have been made, there is still more to be done to further improve warning times. Over the past 30 years, the average lead-time for a tornado has increased from about 5 minutes to approximately 13 min-utes thanks to advancements in Doppler radar, satellites, and computer modeling. Social science has helped improve those warning times, too. Smartphones and social media have certainly helped spread warning information. Still, scientists are working on ways to know more about the specific physical processes that take place when tornadoes form and how to best communicate the danger to the public, saving lives.

From the classic weather weenie box office hit Twister to the satirical Sharknado series from yesteryear, the mystery of the powerful cloud vortex continues to marvel. This fascination is a double-edged sword. On the one hand, people continue to endanger themselves by waiting until the last possible moment to seek shelter in attempts to watch or record viral cell phone video of tornadoes (storm chasing is best left to the experts). On a positive note, curiosity in the science of tornadoes has inspired new scientists and even newer technologies to help further research the meteorology at play. These advancements lead to better warning methods and strategies that keep people safe. Ultimately, the best response is getting into a sturdy shelter (preferably underground) as fast as humanly possible. Whether in the cockpit, the hangar, or the terminal, situation awareness and taking action can save lives.

Wings for HumanityBringing Relief to Those in Need

Wings for Humanity (WFH), a non-profit humanitarian aid organization, works in remote areas where traditional transportation is not available.

Join us in making the world a

better place A $1/day donation provides fuel

for three medivac flights.

To Donate visit us at

www.wings4humanity.org1-888-477-8945 [email protected]


P

Specialty Finance Group1stsource.com/aircraft

AIRCRAFT LOAN APPROVAL SPEEDS AT FULL THROTTLE!

Something we’ve been doing continuously for over 30 years.Fast: Our customers brag about our loan approval and closing speeds.

Easy: In-house closing team means a cost effective and streamlined process.

Flexible: We offer fixed and rotary wing financing solutions for owners and operators.

Experts: Loan officers with over 100 combined years of aircraft lending experience.

Stable: We are part of a banking institution that has been in business for over 150 years.

Contact: Greg HolstAircraft Division President574 [email protected]


Pilatus 19Q2.indd 72-73 6/6/19 11:03 AM

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L s Angelesthe city of angels...

By

ALY

SON BEHR

Pilatus 19Q2.indd 74-75 6/6/19 11:03 AM

...or maybe not.

DESTINATION LOS ANGELES

Mix Hollywood, cul-ture, architectural innovation and Southern California beaches together

and you have the melting pot that is Los Angeles. The city and its neighboring municipalities are spread out over a vast basin that’s deceptively time-consuming to negotiate on the ground. Its airspace is complex too with the LAX Class Bravo, BUR Class Charlie and several smaller airports like VNY and SMO, either under or abutting, the more regulated airspac-es. While it looks daunting, a few extra minutes studying it and navigating will be a breeze.

Los Angeles has a rich aviation history dating back to the early 20th century. Burbank, the recommended airport to fly into, has undergone seven name changes since opening in 1930. Finally, in De-cember 2003, the facility was renamed Bob Hope Airport as an homage to the comedian who lived nearby.

Boeing built planes on the field and Lock-

heed Aircraft had its own nearby airfield. Lockheed’s Skunk Works created the U2, SR-71 Blackbird and the F-117 at the airport. The name came from a secret, foul-smelling backwoods distillery called "Skonk Works" in the Li’l Abner comic strip by cartoonist Al Capp. Amelia Ear-hart, Wiley Post, and Howard Hughes are among the celebrity pilots who flew out of this field.

FridayBob Hope Airport (KBUR) has two

preferred runways. Runway 15 is 6,886 ft long and has a Visual Approach that’s commonly used. Runway 08 is 5,802 ft. and has an ILS. I recommend using Atlantic Aviation as your FBO. It caters to a demanding entertainment clientele, so meeting needs like rental cars, 24-hour service, gourmet catering, and aircraft servicing are their forte. Getting to your hotel is about a 20-minute drive depend-ing on LA’s infamous traffic.

Ensconced in the Golden AgeLocated in the heart of Hollywood, The

Hollywood Roosevelt Hotel has retained its historic, luxurious ambiance that made it THE place to see and be seen if you were in the entertainment industry. Clark Gable and Carole Lombard lived in the penthouse. Marilyn Monroe lived there for two years. The legendary aviator and owner of the Happy Bot-tom Riding Club, Pancho Barnes, used to drive hotel hostesses out to her dude ranch to entertain the Edwards Air

Force Base test pilots, as seen in the mov-ie “The Right Stuff.” Its lobby features dark carved wood, historic photos, and Teddy’s Bar, a place to take in the scene. Be sure to explore the Spare Room, a pro-hibition-era style cocktail lounge, gaming room with hand carved wooden board games and a two-lane bowling alley. It’s the hotel’s best kept secret.

The Roosevelt has garnered acclaim from Travel & Leisure and Conde Nast Traveler magazines for its classic revival decor, hospitality and service. Accommo-dations range from the Gable/Lombard penthouse to suites to pool cabanas. My personal favorites are the poolside caban-as, just steps from famed David Hockney pool and the Tropicana Bar. Once you’ve checked in, had a chance to settle in, I highly recommend hitting either the pool bar or Teddy’s for happy hour.

For dinner, stroll across the street to another legendary Hollywood establish-ment: Musso & Frank Grill. Famous as an entertainment power-broker meet-ing place, Musso’s became a literary hangout in the 1930s, when studio executives started signing up great American authors, hoping their names would help sell tickets. The Screen Writers Guild was just across the street, and the writers started spending time at the restaurant because they were tired of working under the execs’ scrutiny. Work-

ing late into


the night, literary greats like F. Scott Fitzgerald, William Faulkner, and Raymond Chandler made themselves at home. Its martini is legendary and the menu remains much as it was when it opened in 1919.

Continuing in the no-nonsense old Hollywood theme, I suggest a nightcap at either the Frolic Room or Boardner’s. These are not quiet, sedate places, and you won’t find fancy, mix-ologist-crafted cocktails either. They are amazing LA dive bars, frequented by locals, and you can allow yourself to sleep in on Saturday morning. You can walk to them from Musso & Frank down the Boulevard, taking in the sometimes colorful action, but perhaps an Uber is in order.

SaturdayBreakfast in bed is allowed after

exposure to late-night Hollywood, but don’t dally. A short drive to the mid-Wilshire Museum district takes you to the Petersen Automotive Museum, where its exquisite collection of cars awaits. Exhibitions like “The Porsche Effect” and “Celebrate the Legacy of Carroll Shelby” will leave you feeling the need for speed.

Switching gears to ultra-contem-porary modern chic, lunch will be at Fred’s Beverly Hills in the Barney’s store just down Wilshire Blvd between Camden and Peck. Try the Warm Lobster Salad or Linguine alle Von-gole. The ladies in your party will go nuts walking through Barney’s, so bring credit cards and plan to spend a couple of hours on either side of lunch shopping.

Another possibility would be to split up, with those not interested in shopping going back down Wilshire to either the La Brea Tar Pits or the Los Angeles County Museum of Art, affectionately known as LACMA.

LACMA is the largest museum on the west coast and houses permanent and visiting exhibits. You can view exhibits like “Rauschenberg: The 1/4

Mile” and “West of Modernism: Cali-fornia Graphic Design, 1975–1995.”

The La Brea Tar Pits is a group of tar pits, aka asphaltum, pitch, or brea in Spanish, that have been seeping tar up from the ground for thousands of years. The George C. Page Museum researches the pits and displays spec-imens of prehistoric animals that died in them. They are a registered Nation-al Natural Landmark. Plan to meet up back at the hotel around 5 pm.

You have several options for the evening. You can go downtown. I recommend visiting the Center Theater Group site and checking out what’s playing at the Ahman-son Theater and Mark Taper Forum or the Los Angeles Theater Center. These are all a short Uber ride to downtown LA. I recommend din-ner at the amazing Preux & Proper, serving up mouth-watering southern cookin’ the SoCal way, with dishes like a 36-hour prime boneless beef rib, cast iron seafood gumbo, corn-bread, mac and cheese, collards, and fried whole game hen.

If you prefer not to venture from Hollywood, go to the Hollywood Pantages Theater. It’s as much a landmark as your hotel, with a rich history behind it. Short anecdote: Howard Hughes bought it in 1949 through his company RKO and set up offices. His upstairs apartment and screening room are now theater offices and Hughes’ ghost is ru-mored to haunt the establishment. The Pantages seldom goes dark. Its list of broadway productions is lined up for its audience year-round and includes Les Miserables, Wicked, The Phantom of the Opera, and more. For dinner tonight, I highly recom-mend Beauty & Essex for an amazing culinary experience and romantic ambiance. Although on the pric-ey side, it is so well worth it. They require reservations which the hotel concierge can make for you, and dress code is smart casual.

SundaySo far, you’ve been to the theater,

legendary Hollywood eateries, new Hollywood revival establishments, dive bars, a couple swanky restaurants, shopping, and a museum or two. How about a little architectural enlighten-ment?

Grab some strong coffee, maybe a croissant, but save your appetite for brunch a bit later. After checking out of the Roosevelt, head for Frank Lloyd Wright’s epic Hollyhock House in East Hollywood. The Aline Barnsdall Hol-lyhock House was built in 1919–1921. Wright designed it as a residence for oil heiress Aline Barnsdall, although he was preoccupied designing the Imperi-al Hotel in Japan and delegated much of the supervisory responsibilities to his son and assistant. The building is a National Historic Landmark now and the centerpiece of the city's Barnsdall Art Park.

Motor west on Sunset Blvd. to Beverly Hills for brunch at the not-to-be-missed Polo Lounge in the Beverly Hills Hotel. This icon of Tinsel Town lore has history that not even the walls dare to whisper about. Generations of movie moguls, deal-makers and stars have darkened its doorway. Sunday Jazz Brunch is served until 4pm and will more than make up for your scant morning. The three-course menu includes a glass of champagne or a Bellini for those not in the cockpit, and a choice of dishes like Lobster Avocado Toast, Truffle Eggs Benedict, Ceviche, Steak Frites, and the popular McCarthy Salad.

It’ll be time to make your way back to the airport after brunch. Bear in mind, you could spend another few days experiencing LA’s westside and beach haunts like Santa Monica, called “Bay City” by Ray Chandler in his de-tective novels featuring the renowned gumshoe Philip Marlowe. One thing is certain, sleep is a highly over-rated commodity that you won’t get much of when you visit the City of Angels. P

PHOTOS: TREY HENDERSON


Pilatus 19Q2.indd 76-77 6/6/19 11:03 AM


• Every 7 Days an on-board lithium battery fire is reported.• Every passenger and crew member carries 3 Lithium Powered Devices. • The average time to touchdown after declaring an emergency is 17 minutes.• The average temperature of a lithium battery fire is 1110° Fahrenheit.

• What is the true cost of your safety ?

1 (800) 877-2204 www.fcconcepts.com

The only Patented Fire Containment & Automatic Suppression System!

Simple Mathematics

FridayAirport Bob Hope Airport KBUR

FBO Atlantic Aviation10750 Sherman Way Burbank, CA 91505Unicom: 122.95ASRI: 131.6(818) 841-2966https://www.atlanticaviation.com/location/BUR

Hotel The Hollywood Roosevelt7000 Hollywood Blvd.Los Angeles, CA 90028(323) 856-1970https://www.theholly-woodroosevelt.com

DinnerMusso and Frank Grill6667 Hollywood Blvd.Hollywood, CA 90028(323) 467-7788http://mussoandfrank.com

NightcapThe Frolic Room6245 Hollywood Blvd.Hollywood(323) 462-5890

Boardner’s1652 N Cherokee AveHollywood, CA 90028 (323) 462-9621www.boardners.com

SaturdayPetersen Automotive Mu-seum6060 Wilshire Blvd. Los Angeles, CA(323) 964-6348https://www.petersen.org

Lunch Fred’s Beverly Hills at Bar-ney’s New York9570 Wilshire Blvd., Beverly Hills, CA 90212Beverly Hills, California(310) 276-4400www.barneys.com

LACMA5905 Wilshire Blvd.Los Angeles CA 90036(323) 857-6000lacma.org

La Brea Tar Pits5801 Wilshire Blvd.Los Angeles, CA 90036(213) 763-3499http://www.tarpits.org/visit/plan-your-trip DinnerPreux & Proper840 S Spring St. Los Angeles, CA 90014www.preuxandproper.com(213) 896-0090

Center Theater Group(213) 628-2772https://www.centertheatre-group.org

LATC514 S Spring St. Los Angeles, CA 90013(213) 489-0994https://www.thelatc.org

Hollywood Pantages6233 Hollywood Blvd.Los Angeles, CA 90028(323) 468-1770https://www.hollywoodpan-tages.com

DinnerBeauty & Essex1615 Cahuenga Blvd. Los Angeles, CA 90028(323) 676-8880http://beautyandessex.com/los-angeles/

SundayHollyhock House4800 Hollywood Blvd. Los Angeles, CA 90027(323) 988-0516https://barnsdall.org/tours

BrunchPolo LoungeThe Beverly Hills Hotel9641 Sunset Blvd.Beverly Hills, CA 90210(310) 887-2777 https://www.dorchestercol-lection.com/en/los-angeles/the-beverly0hills-hotel/restaurant-bars/the-polo-lounge/

LOS ANGELES TRAVEL DIRECTORY

ENGINEERINGAIRPLANES

FOR ATHLETES

ARTICLE: SHAYLA B. MERRIGAN & DAVID KECKPHOTOS: TEAGUE

78 / POPA / SPR ING 2 019 SPR ING 2 019 / POPA / 79

DAVID KECK serves as the chaplain at Embry-Riddle Aeronautical University in Daytona Beach, FL. He is part of a team of faculty, staff, and students exploring the many relationships between the multi-bil-lion-dollar sectors of sports and aviation.

SHAYLA B. MERRIGAN is an undergradu-ate majoring in Aerospace Engineering at Embry-Riddle Aeronautical University in Daytona Beach, FL.

Pilatus 19Q2.indd 78-79 6/6/19 11:03 AM

http://www.fcconcepts.com/

https://www.atlanticaviation/

https://www.theholly/

http://woodroosevelt.com/

http://mussoandfrank.com/

http://www.boardners.com/

https://www.petersen.org/

http://www.barneys.com/

http://lacma.org/

http://www.tarpits.org/visit/

http://www.preuxandproper.com/

https://www.centertheatre/

http://group.org/

https://www.thelatc.org/

https://www.hollywoodpan/

http://tages.com/

http://beautyandessex.com/

https://barnsdall.org/tours

https://www.dorchestercol/

http://lection.com/en/los-angeles/


• Every 7 Days an on-board lithium battery fire is reported.• Every passenger and crew member carries 3 Lithium Powered Devices. • The average time to touchdown after declaring an emergency is 17 minutes.• The average temperature of a lithium battery fire is 1110° Fahrenheit.

• What is the true cost of your safety ?

1 (800) 877-2204 www.fcconcepts.com

The only Patented Fire Containment & Automatic Suppression System!

Simple Mathematics

FridayAirport Bob Hope Airport KBUR

FBO Atlantic Aviation10750 Sherman Way Burbank, CA 91505Unicom: 122.95ASRI: 131.6(818) 841-2966https://www.atlanticaviation.com/location/BUR

Hotel The Hollywood Roosevelt7000 Hollywood Blvd.Los Angeles, CA 90028(323) 856-1970https://www.theholly-woodroosevelt.com

DinnerMusso and Frank Grill6667 Hollywood Blvd.Hollywood, CA 90028(323) 467-7788http://mussoandfrank.com

NightcapThe Frolic Room6245 Hollywood Blvd.Hollywood(323) 462-5890

Boardner’s1652 N Cherokee AveHollywood, CA 90028 (323) 462-9621www.boardners.com

SaturdayPetersen Automotive Mu-seum6060 Wilshire Blvd. Los Angeles, CA(323) 964-6348https://www.petersen.org

Lunch Fred’s Beverly Hills at Bar-ney’s New York9570 Wilshire Blvd., Beverly Hills, CA 90212Beverly Hills, California(310) 276-4400www.barneys.com

LACMA5905 Wilshire Blvd.Los Angeles CA 90036(323) 857-6000lacma.org

La Brea Tar Pits5801 Wilshire Blvd.Los Angeles, CA 90036(213) 763-3499http://www.tarpits.org/visit/plan-your-trip DinnerPreux & Proper840 S Spring St. Los Angeles, CA 90014www.preuxandproper.com(213) 896-0090

Center Theater Group(213) 628-2772https://www.centertheatre-group.org

LATC514 S Spring St. Los Angeles, CA 90013(213) 489-0994https://www.thelatc.org

Hollywood Pantages6233 Hollywood Blvd.Los Angeles, CA 90028(323) 468-1770https://www.hollywoodpan-tages.com

DinnerBeauty & Essex1615 Cahuenga Blvd. Los Angeles, CA 90028(323) 676-8880http://beautyandessex.com/los-angeles/

SundayHollyhock House4800 Hollywood Blvd. Los Angeles, CA 90027(323) 988-0516https://barnsdall.org/tours

BrunchPolo LoungeThe Beverly Hills Hotel9641 Sunset Blvd.Beverly Hills, CA 90210(310) 887-2777 https://www.dorchestercol-lection.com/en/los-angeles/the-beverly0hills-hotel/restaurant-bars/the-polo-lounge/

LOS ANGELES TRAVEL DIRECTORY

ENGINEERINGAIRPLANES

FOR ATHLETES

ARTICLE: SHAYLA B. MERRIGAN & DAVID KECKPHOTOS: TEAGUE

78 / POPA / SPR ING 2 019 SPR ING 2 019 / POPA / 79

DAVID KECK serves as the chaplain at Embry-Riddle Aeronautical University in Daytona Beach, FL. He is part of a team of faculty, staff, and students exploring the many relationships between the multi-bil-lion-dollar sectors of sports and aviation.

SHAYLA B. MERRIGAN is an undergradu-ate majoring in Aerospace Engineering at Embry-Riddle Aeronautical University in Daytona Beach, FL.

Pilatus 19Q2.indd 78-79 6/6/19 11:03 AM

Commercial air travel can present a number of challenges to all passengers. Any form of jet lag and the reduction of mental focus and physical vigor can be annoy-ing. Dehydration, hypoxia, thrombosis due to reduced blood circulation, the interruption of circadian rhythms, and anxiety – these can be awful for anyone, causing us to feel crummy the first day of a vacation. And these can have an even greater impact on those who absolutely need to be at their professional best after deplaning: athletes. How are multi-mil-lion dollar sports teams responding to these significant challenges?

In 2004, the International Federation of Sports Medicine named these kinds of concerns when it produced a formal Po-sition Statement based on the latest sci-entific research on the possible impacts of air travel on athletic performance. The IFSM’s report included recommendations for how to readjust body clocks through changing sleep patterns, melatonin (if appropriate), exercise, etc. as well as other basic advice such as maintaining proper hydration.

Further, research in 2008 indicated that baseball teams crossing three time zones entered the stadium with only a 40% chance of winning (as opposed to a base 50% if the Mets and Yankees played each other in New York). Losing a few games because of the disruption of circa-dian rhythms can make a difference be-tween having a shot at the World Series and watching from home. Indeed, little things like vibration, noise, mediocre food, and unpredictable interruptions in sleep can add up, particularly when vic-tory (and millions of dollars) can depend on fractions of a second or one final shot from the perimeter. Individual athletes take such risks very seriously. Last year, the Houston Texans quarterback Deshaun Watson traveled to Jacksonville in a bus instead of a plane; nursing an injury, he did not want to risk any possible swelling due to air travel.

Some sports leagues have taken advan-tage of air charter services to minimize

the hazards and hassle of air travel. Free-dom to choose departure times and lo-cations as well as in-flight luxuries have great appeal. Some airlines have taken the lead in adapting their charter aircraft for the needs of athletes. In 2015, Delta revised a charter arrangement with the NBA and a third-party leasing company to provide even better flight experiences for all but a few teams (who already had developed their own plans). Delta mod-ified eleven of their Boeing 757-200s to meet the needs of tall basketball players, coaches, and staff. Increasing leg room and providing more-than-adequate space was essential.

Not surprisingly, charters and the use of modified planes for some athletes has become a source of tension. The Wom-en’s NBA, for example, does not allow teams to hire charters because not every team in the league can afford to do so. The U.S. Women’s National Soccer Team recently sued the U.S. Soccer Federation demanding equal treatment as the men’s team in areas such as travel policies. A few of the major airlines, however, are reducing their involvement in such chartering, since setting aside a ma-jor passenger jet for any length of time presents a significant opportunity cost. The sports aviation industry is evolving, and owners, airlines, and designers con-tinue to explore different options.

Individual owners have recognized that thinking strategically about air travel and the needs of flying athletes can be a critical part of improving the odds of winning. One of the teams not involved in the Delta NBA deal was the Dallas Maver-icks, owned by Mark Cuban. He was one of the first owners to customize his own plane, a Boeing 757, in order to provide a better experience for his team. He thereby increased the likelihood of see better performances at away games, and he also gained a competitive advantage when recruiting good players. Because he saw this effort as part of his struggle to win a championship, he has been reluctant to share the details of his modifications.

Patriots owner Robert Kraft was the first NFL owner to purchase has own airplanes for his team, two Boeing 767s

(called AirKraft in his honor; the second is in case of emergencies). As an example of pride and bravado, they decorated the tail of the AirKraft with the Patriots Super Bowl trophies.

Sometimes an airline will work with a team, providing a team with a modified plane, while using the partnership as part of their mar-keting strategy. Real Madrid’s double-decker Airbus A380 flown by Emirates is gorgeous. It provides luxurious sleeping accommodations, private showers, thousands of TV channels, and lots of space to move around and mingle. Providing some of the world’s greatest soccer players with such amenities signals to the rest of the world Emirates’ claim to be the elite standard-setter among airlines.

Intuitively, these examples of planes with luxury seats and teams controlling their own boarding and departure time would be helpful for athletes and teams. But what’s really exciting for sports and aviation enthusiasts is seeing how researchers and aerospace engineers are now thinking beyond the basic needs of luxury and convenience and are de-signing modifications based on physiological and psychological studies of the effect of air travel on athletes.

Several years ago, Nike and Teague, a design company with a distinguished legacy, partnered to redesign the interior of a Boeing 787 Dreamliner to create the Nike Athlete’s Plane. They interviewed medical experts, coaches, and other members of profession-al and collegiate sports staffs, and identi-fied (as their website states) “four areas of performance innovation … not addressed by commercial charters” – Recovery, Circulation, Sleep, and Thinking.

Significantly, they thought not only of the away flight, but also the importance of the return trip. (Recently, a critical area of study for hockey and football teams has been the impact of returning air travel on concussed players.) Hence, in Recovery, they included “in-flight biometrics and analysis to ac-celerate injury diagnosis and treatment.” As their website further indicates, “Ice and compression sleeves built into the aircraft’s sidewall foster circulation and promote healing. Noise-reduction technologies and lie-flat seats/beds designed for the extreme body proportions of many athletes create ideal sleeping conditions. Finally, mental prepara-

AIRPLANES FOR ATHLETES AIRPLANES FOR ATHLETES


Pilatus 19Q2.indd 80-81 6/6/19 11:03 AM

tion is supported through OLED screens and large touchscreen monitors that enable individuals and groups to review game film while in-transit.” Respecting the importance of data for modern sports – and recognizing the challenges air travel presents for reducing the efficiency of the athlete’s body – Teague also included “[b]iometric monitoring urinals to gauge dehydration and biometric monitoring apparel that downloads information at a player’s seat.” Unfortunately, despite the innovative work, the plane still exists only as a design.

The Russians, however, more specifically Sukhoi Civil Aircraft, have progressed a little further with their SportJet. In 2016, at the Rio Olympics and the Farnborough International Air Show, they presented a mockup of their Sukhoi Superjet SSJ100 with an interior modified specifically for athletes (search YouTube to see several videos of this plane). In ways that are strikingly similar to the Nike-Teague design, this airplane also features four zones including a place for studying game film and an impressive Re-covery/Biological Zone.

Diagnostic and therapeutic tools include monitoring for individual athletes, a pulse oximeter, blood pressure monitor, a hypoxic generator (for oxygen regulation), spirometer (for assessing lung performance), and an EKG recorder. Additionally, treatment options include lymphatic relief, electrical stimulation for muscles, and cryotherapy, which uses intense cold for treat-ing damaged or stressed tissues. The plane’s massage table is not so much for calm relaxation as it is for addressing precisely the needs of particular muscular conditions. Also like the Nike Athletes Plane, the SportJet is not afraid of TMI (too much infor-mation); it too has a toilet for measuring the hydration levels of athletes. Because the plane’s devices measure data individually, each athlete can have customized recommendations according to his or her needs. In unveiling the demo, Evgeny Andrachnikov, Sukhoi’s senior vice president of Commerce, stated, “Flying on our aircraft can be compared to a visit to a physical therapist.” Not only do designs such as these seek to minimize the negative impact of long trips, but they also want to create aviation envi-ronments that create a positive advantage for teams.

Sukhoi estimates that the sports aviation market will top $600 million, and they have invested accordingly. Sukhoi is already the official aircraft provider for the Russian Olympic team, and as they revealed their designs, they hoped next to establish a relationship with the Kontinental Hockey League, the leading professional hockey league that ranges across Asia and Eastern Europe. They further anticipate that the airplane will be custom-izable for the needs of specific sports, so they anticipate seizing the initiative for an expanding sports market.

Sukhoi had hoped to have the plane certified and flying in time for Russia’s hosting of the World Cup in 2018, but as of now, this plane (like Nike-Teague’s) is still awaiting comple-tion. Great, innovative designs that can enhance athletic excel-lence do exist, but costs and limited resources remain obstacles. Fans of sports and airplanes are looking for a billionaire owner to write the check, build the plane, and help the team host the trophy in triumph.

(866) 328-1313 www.corpangelnetwork.orgTwitter: @corpangelnet

Instagram: @corporateangelnetwork

CorporateAngelNetworkarrangesfreeflightstotreatmentforcancerpatientsintheemptyseatsoncorporatejets. Since1981,CorporateAngelNetwork,anot-for-profitorganization,hasworkedwithmore

than500corporationsincludinghalftheFortune100,toflymorethan56,000cancerpatientstospecializedtreatmentandcurrentlytransports225patientseachmonth. Theprocessissimple.Callorvisitourwebsiteformoreinformation.

Corporate Angel Network

Bringing Cancer Patients Closer To Their Cure.

…in Empty Seats on Corporate Jets.

Cancer Patients Fly Free…

56,000 flights and counting!

2018 3.625 x 4.75 Ava CAN ad.indd 1 7/27/18 1:38 PM

AIRPLANES FOR ATHLETES

P


Visit www.simulator.com to see a video describing

why SIMCOM’s instructors, simulators and training

locations will make your training experience special.

SimCom is proud to be the Exclusive Factory Authorized training provider for the PC-12 NG fleet and has been since 1996. Nothing sharpens your flying skills and prepares you for the unexpected like simulator training.

BETTER TRAINING. SAFER PILOTS. GREATER VALUE.

to speak with one of our training advisors.866.692.1994Call© 2016 SIMCOM Aviation Training. All rights reserved.

...Nothing Prepares You Like Simulator Training.Visit SIMCOM’s website at simulator.com

Experience what “Better training, safer pilots, and greater value” means for you!

Pilatus 19Q2.indd 82-83 6/6/19 11:03 AM

http://www.corpangelnetwork.org/

tion is supported through OLED screens and large touchscreen monitors that enable individuals and groups to review game film while in-transit.” Respecting the importance of data for modern sports – and recognizing the challenges air travel presents for reducing the efficiency of the athlete’s body – Teague also included “[b]iometric monitoring urinals to gauge dehydration and biometric monitoring apparel that downloads information at a player’s seat.” Unfortunately, despite the innovative work, the plane still exists only as a design.

The Russians, however, more specifically Sukhoi Civil Aircraft, have progressed a little further with their SportJet. In 2016, at the Rio Olympics and the Farnborough International Air Show, they presented a mockup of their Sukhoi Superjet SSJ100 with an interior modified specifically for athletes (search YouTube to see several videos of this plane). In ways that are strikingly similar to the Nike-Teague design, this airplane also features four zones including a place for studying game film and an impressive Re-covery/Biological Zone.

Diagnostic and therapeutic tools include monitoring for individual athletes, a pulse oximeter, blood pressure monitor, a hypoxic generator (for oxygen regulation), spirometer (for assessing lung performance), and an EKG recorder. Additionally, treatment options include lymphatic relief, electrical stimulation for muscles, and cryotherapy, which uses intense cold for treat-ing damaged or stressed tissues. The plane’s massage table is not so much for calm relaxation as it is for addressing precisely the needs of particular muscular conditions. Also like the Nike Athletes Plane, the SportJet is not afraid of TMI (too much infor-mation); it too has a toilet for measuring the hydration levels of athletes. Because the plane’s devices measure data individually, each athlete can have customized recommendations according to his or her needs. In unveiling the demo, Evgeny Andrachnikov, Sukhoi’s senior vice president of Commerce, stated, “Flying on our aircraft can be compared to a visit to a physical therapist.” Not only do designs such as these seek to minimize the negative impact of long trips, but they also want to create aviation envi-ronments that create a positive advantage for teams.

Sukhoi estimates that the sports aviation market will top $600 million, and they have invested accordingly. Sukhoi is already the official aircraft provider for the Russian Olympic team, and as they revealed their designs, they hoped next to establish a relationship with the Kontinental Hockey League, the leading professional hockey league that ranges across Asia and Eastern Europe. They further anticipate that the airplane will be custom-izable for the needs of specific sports, so they anticipate seizing the initiative for an expanding sports market.

Sukhoi had hoped to have the plane certified and flying in time for Russia’s hosting of the World Cup in 2018, but as of now, this plane (like Nike-Teague’s) is still awaiting comple-tion. Great, innovative designs that can enhance athletic excel-lence do exist, but costs and limited resources remain obstacles. Fans of sports and airplanes are looking for a billionaire owner to write the check, build the plane, and help the team host the trophy in triumph.

(866) 328-1313 www.corpangelnetwork.orgTwitter: @corpangelnet

Instagram: @corporateangelnetwork

CorporateAngelNetworkarrangesfreeflightstotreatmentforcancerpatientsintheemptyseatsoncorporatejets. Since1981,CorporateAngelNetwork,anot-for-profitorganization,hasworkedwithmore

than500corporationsincludinghalftheFortune100,toflymorethan56,000cancerpatientstospecializedtreatmentandcurrentlytransports225patientseachmonth. Theprocessissimple.Callorvisitourwebsiteformoreinformation.

Corporate Angel Network

Bringing Cancer Patients Closer To Their Cure.

…in Empty Seats on Corporate Jets.

Cancer Patients Fly Free…

56,000 flights and counting!

2018 3.625 x 4.75 Ava CAN ad.indd 1 7/27/18 1:38 PM

AIRPLANES FOR ATHLETES

P


Visit www.simulator.com to see a video describing

why SIMCOM’s instructors, simulators and training

locations will make your training experience special.

SimCom is proud to be the Exclusive Factory Authorized training provider for the PC-12 NG fleet and has been since 1996. Nothing sharpens your flying skills and prepares you for the unexpected like simulator training.

BETTER TRAINING. SAFER PILOTS. GREATER VALUE.

to speak with one of our training advisors.866.692.1994Call© 2016 SIMCOM Aviation Training. All rights reserved.

...Nothing Prepares You Like Simulator Training.Visit SIMCOM’s website at simulator.com

Experience what “Better training, safer pilots, and greater value” means for you!

Pilatus 19Q2.indd 82-83 6/6/19 11:03 AM

http://www.simulator.com/

http://simulator.com/

770.458.9851 eppsaviation.com PDK-Atlanta

Our success at Epps Aviation hinges on your success. That’s why our

service team treats your airplane as our own. Whether you desire an

annual inspection or a new 5-Blade Hartzell prop, a Garmin upgrade or

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Contact the Epps Aviation Pilatus Team to schedule your next service.

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POPA SPRING 2019 - Pilatus Owners and Pilots Association

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