Twin & Turbine

brought together the inventions of Sperry and Kollsman? What if Elrey Jeppesen hadn’t lost countless friends in the freezing clouds over their airmail routes? And what if he hadn’t measured the field lengths, taken the barometric readings, and listed the waypoints along his routes to start producing his airway manuals that sold for 10 dollars in the 1930s, saving many lives along the way? It is incredible to think about how far we have come in such a short amount of time thanks to a few Americans who somehow figured out a way to fly in the clouds safely. This month we can celebrate American independence and at the same time raise a glass to those whose shoulders we stand upon. In this July 2023 issue, we start by deciphering some of the new terminology around RNP AR approaches. You know, those ones with all the requirements and curvy lines. Ed Verville has been instructing RNP approaches for years and brings us up to speed. I think we can be pretty sure that Jimmy Doolittle did not envision the technol- ogy and sophistication involved in creating and operating within our current RNP environment. Or maybe he did. I am also starting a new column called Industry In- sights about people who are instrumental in keeping our aviation operations going. First off, I talk with Will Cutter, the grandson of William P. Cutter who started the first chartered flights in the American Southwest in the 1930s. Will describes how his business Cutter Aviation If I have seen further it is by standing upon the shoulders of giants – Sir Isaac Newton July 2023 / TWIN & TURBINE • 3 lance@twinandturbine.com provides service to twin and turbine pilots throughout the southwest and how the family company remains competi- tive and growth-oriented. Some people are born to fly, and they don’t even know it. Mr. Gabriel Ruz, Jr. of Miami, Florida takes us through his life of business and how it happened to lead him to a life of aviation. How long has it been since you read “Zen and the Art of Motorcycle Maintenance”? Kevin Dingman uses the same philosophy and takes us on an odyssey showing how elegance and creativity play into maintaining our aircraft. Finally, we learn what “good” looks like and how we can avoid the dreaded red screen when visiting our preferred simulator training provider. By the time you are reading this, Independence Day is probably in the rearview mirror, but I hope that it was safe, fun and full of reflection on those who made it possible. Oh, and you might find another Editor’s Pic stuck in this issue somewhere. That’s where I get to display some of the interesting stuff I capture with my various cameras and tell the stories behind the photos. Enjoy! Ocean Reef http://oceanreef.com WINGS https://factorydirect.com 4 • TWIN & TURBINE / July 2023 Curved Approaches (RNP AR) Have you ever looked at an approach plate and won- dered what was up with the curved lines on the plan view? These approaches actually allow you to fly an instrument approach with a curved path and also provide a glide path down to a Decision Altitude (DA). We have made amazing strides with GPS approaches. The first approaches provided lateral guidance down to a Minimum Descent Altitude (MDA). Sometime later, manu- facturers created approaches with vertical guidance using baro-aiding. The next leap occurred in the United States when the Satellite Based Augmentation System (SBAS) and the Wide Area Augmentation System (WAAS) provided vertical guidance. WAAS approaches provide approach minimums down as low as ILS CAT I minimums, 200-foot DH and 1800 RVR. AR = Authorization Required The “AR” in the notes section indicates that special air- craft and aircrew authorization is required. Pilots need to attend specialized training, much like you would for an ILS CAT II authorization. The training will include flying at least two approaches in a full-motion simulator, both as pilot flying and as pilot monitoring, for a multi-pilot crew. The approaches will include normal approaches and being vectored off the approach for re-sequencing. You will also need to perform a published missed approach and com- plete a landing out of an approach. You will subsequently by Ed Verville need to request authorization from the FAA, which will be granted in the form of a Letter of Authorization or Operations Specifications. The airplane also needs to be certified for RNP AR ap- proaches. The Bombardier Challenger CL-650 with the Pro Line 21 is approved for approaches with an RNP as low as 0.3. This 0.3 is the minimum lateral approach sensitivity. It indicates that a full-scale deflection of the CDI from about the Final Approach Point (FAP) to the Missed Approach Point (MAP) will be about 1/3 of a mile. The approach minimums will actually be based on the sensitivity of the approach capability. Boeing’s 777 is certified for RNP AR approaches down to minimums of 0.12. The lower RNP minimums will provide lower approach minimums. RNP = Required Navigation Performance RNP defines performance-based navigation to operate between two points in space or in a block of airspace. In addition to the RNP lateral sensitivity requirement, the approaches also require specific equipment just like when flying a CAT II Approach or flying in RVSM airspace. Required Equipment An interesting observation from an RNP AR “required equipment list” indicates that “two GNSS sensors must be available to commence the approach” and “one GNSS sen- sor is required to continue the approach.” This differs from the Flight Management System limitations that require July 2023 / TWIN & TURBINE • 5 suitable navigation information from “one GNSS; or two DMEs; or one VOR/DME; or one IRS”. RNP AR approaches need to have a clear, unobstruct- ed GNSS signal from the satellites when conducting an approach such as along the ridgeline of mountains in Palm Springs, CA. It is also worth noting that RNP AR approaches do not use or require WAAS. This also means that the lateral distance remains linear from the FAP (yes, Final Approach Point, not Final Approach Fix) to the MAP unlike the angular guidance provided by an LPV WAAS approach. RF = Radius to a Fix The curved portions of the approach are referred to as Radius-to-a-Fix legs (RF). In addition to the obvious curved lines, RF legs can be identified on the plan view of the ap- proach charts by the lack of the magnetic course printed on the chart. The profile view identifies the curved path by “LT Arc” or RT Arc” for left turning arc or right turning arc respectively. Speed Limits To keep the airplane within the required lateral distance, there may be speed limits. Posted speed limits, such as “Max 210 KIAS” may be printed on the plan view next to an intersection. The manufacturer may establish additional restrictions (e.g. the CL-650 must be fully configured by the Intermediate Fix (IF) on the approach,” and the FAA imposes a maximum airspeed from the FAP to the DA of 140 knots for a CAT C category airplane. Flying the Approach Let’s use the Rockwell Collins Pro Line 21 on the CL-650 for demonstration purposes. When cleared for the approach, proceed directly to the cleared fix, select Approach and VNAV Modes on the Flight Control Panel (FCP), and remember to verify that the appropriate modes were accepted on the Flight Mode Annunciator (FMA). Set a lower altitude in the altitude selector to the FAP altitude or MDA to ensure the aircraft continues on the descent path for the approach. When the Flight Mode Annunciator captures the VGP (Vertical Glide Path), the approach will no longer recognize or capture altitudes in the altitude selector or altitude alerting device. You may now set the missed approach altitude in the alti- tude selector to prepare for a missed approach. Lastly, confirm that the message on the Primary Flight Display (PFD) switches from “RNP AR ARM” to RNP AR APPR” and verify that the RNP APPR CDI Scale indicates “0.3 nm” prior to crossing the final approach point (FAP). Now you can pretty much just sit back and watch the magic happen. The airplane will fly curved paths around cities, mountains, or airspace while descending via an FMS-generated glide path down to a decision altitude. Tolerances The maximum allowed lateral deviation is two dots, and vertically one dot. The one dot vertical is 75 feet. An amber deviation alert is displayed for deviations beyond the above limits. Covington https://covington.com 6 • TWIN & TURBINE / July 2023 Missed Approach During a missed approach the RNP will ramp up from 0.3 back to the 1.0 that is required for the terminal area. A few approaches, such as KSDL RNAV (RNP) Y Rwy 3, have a note stating: “Missed approach requires RNP less than 1.0.” Most airplanes will not be capable of conducting this approach due to this restriction. Non-normal The FMS also provides internal monitoring and alerting of the approach and as stated earlier, does not use WAAS. Non-normal indications include: “UNABLE RNP,” NO APPR,” “EFIS MISCOMP,” and “Loss of GNSS.” A missed approach is also required during training to practice sequencing the FMS through the missed approach. Miscellaneous • You must have and use the local altimeter setting. • The primary altimeters must be within 100 feet of each other; if you have two. • You may not proceed direct-to-waypoint immediate- ly preceding an RF (curved) leg; you must start on a straight leg. • You must also monitor TAWS (Terrain Awareness equip- ment) to ensure obstacle and terrain clearance. Titles and Minimums The titles of the approach plates prove to be one of the most difficult areas to understand. They are inconsistent between Jeppesen, FAA, TERPS, and Pans Ops. Just because “RNP” is in the title does not necessarily indicate that it is an RNP AR approach. All FAA government RNAV charts indicate “RNP Apch” in the notes, even for the normal approach minimums of LNAV, LNAV/VNAV, and LPV ap- proaches. You must actually look at the minimums section to determine the type of approach. GPS Approaches have come a long way since their con- ception. I never envisioned that I would be flying curved approaches with vertical guidance to a decision altitude. If your flight simulator is set up for these approaches, you might be able to persuade your instructor to let you fly one during your next recurrent training to see if they’re right for you or your operation. Ed Verville is an experienced FAA instructor and examiner for business jet pilots and aircrew programs. He has more than 15,000 flight hours in 98 different makes and models, and holds type ratings in the Bombardier CL-65, CL-30, CL-604 and Boeing 747. Ed has been instructing RNP-AR Approaches for the past three years. Select Airparts https://factorydirect.com Factory Direct https://factorydirect.com July 2023 / TWIN & TURBINE • 7 Avidyne 8 • TWIN & TURBINE / July 2023 July 2023 / TWIN & TURBINE • 9 by Lance Phillips There are several reasons I wanted to start this column by reaching out to someone who knows a thing or two about running a successful aviation business. Will Cutter is the third generation of Cutters running Cutter Aviation, a business started by William P. Cutter in 1928 in Albuquerque, New Mexico. As someone whose grandfather started charter flights and FBO services in the Southwest, I can’t think of anyone better to provide insight into our aviation environment and give details about how to stay competitive and keep the customers coming back year after year. INDUSTRY INSIGHTS CUTTER AVIATION 10 • TWIN & TURBINE / July 2023 Lance Phillips: Let’s talk about Deer Valley and how your new operations there are providing pi- lots in the southwest with new op- tions for support. Will Cutter: We have just built 75,000 square feet of new turbine hangar space in Deer Valley to sup- port the largest business jets in the area with three bays. They’re Turbines http://oceanreef.com two-thirds full now and will be completely full by the end of the sum- mer. Some operators are coming from Scottsdale, some from Sky Harbor, and some from California. Phase two will begin once construction costs come back in line, probably before the end of the year. In Prescott, Arizona we’re the sole provider of services now. And Cutter is reinvesting in the area by completing and ex- panding the ramp by another six acres. In Georgetown, Tex- as, just outside of Austin, we have 181,000 square feet of hangar and of- fices that are complete- ly full. We consolidated the FBO services at the airport and are growing the fuel business signifi- cantly this year. The charter business is down right now due to pilot shortages. There is a lot of opportunity right now for those looking to get into the business aviation environment. LP: Are you looking to expand further in the next few years? And do you ever see Cutter outside of the southwest? WC: We have looked at additional opportunities in the southwest re- cently. Some opportunities work out, and some don’t. Some recent ones didn’t make sense. But we’re also looking at growing and expanding our current locations. LP: How about used aircraft sales? Are those as strong as we’re seeing everywhere else? WC: Yes, used inventories are low, and demand is high. We’re sold out for the next year and a half or so. LP: How does your competitive- ness in the market translate to provid- ing better services to pilots like the readers of Twin & Turbine? WC: We try to be a one-stop shop for everyone. We can store (with July 2023 / TWIN & TURBINE • 11 dedication, commitment and excite- ment in the company and toward our customers. It’s the biggest honor I have received, other than having kids. We try to promote longevity in the company, hiring within and giv- ing back to the employees. If our employees are excited and want to stay, then our customers will want to keep coming back. Many thanks to Will Cutter for spend- ing time with me this month. hangar space), fuel and maintain aircraft across the board. We focus our MRO on a few brands, but other than that; we’re an inclusive business. Everyone is welcome. The ramp is full right now here at Sky Harbor. There are around 18 to 20 aircraft out there. We try to fo- cus on customer service and provide operators with a familiar face and better service. It works. We always ask our customers what we can do better, and we understand what it takes to make those crews and pas- sengers successful. LP: What does your induction into the International Air & Space Hall of Fame mean to you and how does that translate to Cutter Aviation providing better service to its customers? WC: We have been a family-owned business for 95 years this year. I have two kids in the business now, so we’re on the fourth generation. It shows Luma http://oceanreef.com Plug & Play All the Way! LED Caution Advisory Panels & Gear Status Lights Cessna 340/340A, 401B, 402A/B/C, 404, 414/414A, and 421A/B/C models • LED Reliability & Lighting Performance • Drop-in Plug & Play Replacement • New Cable Harness & Connector included • 16, 18, & 22-Station Configurations • Ten Year Warranty LED Gear Status Display (Single modular unit) NEW for Twin Cessna 12 • TWIN & TURBINE / July 2023 Phenom 100 “The Phenom 100 is a phe- nomenal entry-level busi- ness jet that offers remark- able performance for a substantially lower price than its competition. It is beauty and the beast in one power- ful plane,” stated Gabriel Ruz, Jr. of Miami, Florida. “The first time I saw it in person, I was immediately impressed with the door. I knew a lot of engineering, O w ner ’s Cor ner thought and pride were behind it. I was right. From the entrance to the class- leading cabin, its Maserati seats, the clever lavatory design, and extra seat- ing, I felt that the Phenom 100 meant business. As an experienced pilot, I have found that everything is much easier in the Phenom than in any other platform. It’s a much simpler airplane to fly single-pilot. Besides, you have the peace of mind of almost centerline thrust, which is fantastic.” Mr. Ruz purchased his 2012 model in the first quarter of this year and has already racked up nearly 150 hours in it. Before this aircraft, the entrepre- neur had owned a handful of others, most of which were purchased in the last few years. “I started flying in 1997. I was an IT consultant back then. I had a cli- ent at Hollywood/North Perry Airport with a flight school, a flying club, and “The first time I saw it in person, I was immediately impressed with the door. I knew a lot of engineering thought and pride was behind it. I was right.” July 2023 / TWIN & TURBINE • 13 a testing center. They asked me to build their [IT] infrastructure, so I did. One day I went by to pick up a check and met with the owner. A fam- ily was returning from the Bahamas in a Cherokee Six, and I commented how cool it was.” “So, he said, ‘Why don’t you go up with one of our instructors? Take a ride!’ I said that he was out of his mind. But I went up for an intro flight and logged the time. I was not impressed. That was it for me that day, but I kept my logbook in my car and kept going back there to do work.” Mr. Ruz ultimately changed his mind about flying when the same flight school owner later asked if he would like to go to the Bahamas for a weekend in the Cherokee Six. He says that experience made him fall in love with aviation and he quickly earned his private pilot certificate af- ter the trip. However, after acquiring a Cessna Cardinal with three partners and flying it for a while, “life got busy, and I stopped flying.” While continually thinking about ways to get back into aviation, Mr. Ruz spent twenty years out of the cockpit. He explained that a meeting in 2019, five and a half hours from his house, was the catalyst for returning to the air. His neighbor had a Mooney and reintroduced him to general aviation, emphasizing the time savings of own- ing an aircraft. “I was then off to the races. I got current again and then bought an Archer. I got my IFR rating in California, where I did a condensed two-week course. That was some of the best training I ever had because I was in the soup every morning, in real IMC conditions.” Mr. Ruz continued to set his eyes on the next step in his aviation journey, asking himself, “What is the next step up? What should I buy?” A direction would soon become apparent. “Then I sold half of my company to private equity in 2019 and started talking to Dick Rochfort about which plane I should buy next. He said that I should buy a turbine. I told him he was out of his mind, questioning going from a fixed-gear low-wing to a turbine aircraft. I spoke to a few other people who said he was right and that flying a turbine aircraft is much easier. So, I went for a demo flight in a Piper M500, fell in love with the plane, and acquired an M600.” Gabriel Ruz, Jr. in front of his 2012 Phenom 100 that he purchased in early 2023 The cockpit of the Phenom 100, sporting a G3000 avionics system. Due to Mr. Ruz’s previous Garmin experiences, he stated that moving into the Phenom 100’s G3000 avionics system was seamless and never felt “behind” 14 • TWIN & TURBINE / July 2023 He noted that he flew this PT6A-42A- powered bird for about 800 hundred hours, all over the country – to most major airports. Anywhere Mr. Ruz traveled, he flew the M600 until step- ping up into a TBM 910. Just as with the Piper, he loved this plane but expressed that the ul- timate goal was a twin-engine jet. However, his aviation experience thus far had only included single-engine operations, an obstacle to overcome before transitioning further into the flight levels. “You need to buy a Baron,” Mr. Ruz was told by his mentor pilot Tom Rau. “Buy a true, twin-engine airplane and fly it for a hundred hours, and then you’re ready,’ he advised when I asked him about my next move. I got a Pila- tus [PC-12], then went backward after that and got a Baron.” “After the hundred hours I need- ed, the first cross-country trip was to Utah. I sold the Baron there and didn’t fly it back to Florida. With the 100-hour mission accomplished, I started looking at jets. The Phenom 100 fit my profile and had everything I wanted. We acquired mine in March of 2023 when I simultaneously bought a 2019 Cirrus SR22T that I also fly for local trips.” Mr. Ruz noted that transitioning to the Phenom and getting his first type rating was a great experience. “I reached out to Tom and Mary Beth at Norton Aviation and gave them my profile. Based on it, they said we would do four days back-to-back [fly- ing], or seven or ten days, based on your schedule and pace. I had several business trips during training, so we went up to the Northeast a few times. Insurance asked for 75 hours before carrying passengers, which I did and got my type rating in two or three weeks,” he recalled. “I felt very comfortable in the plane right away and never felt behind it because of my G1000 experience. I had about 600 hours on that platform and probably 700 hours with the G3000. I was never intimidated by that aspect or approach speed because the REF speed is very similar to the TBM. Your rotation speed is also very similar, and the main difference is that you have two engines.” Of course, some of the differences between the aircraft and others he flew were points of extra attention during his initial training. Gabriel Ruz, Jr. in the cockpit of his Phenom 100 One of Gabriel Ruz, Jr’s aircraft, a TBM 910. He flew this airplane after owning an M600 and before moving into a PC-12. July 2023 / TWIN & TURBINE • 15 Wingman http://oceanreef.com “I think that the only thing that kept me up at night is that ‘pain in a landing gear.’ The torque link needs to be removed prior to towing and reattached prior to departing. That’s the only thing about the airplane I’m still trying to get my head around be- cause it’s bizarre. Being a systems guy, though, I love learning new things, and the mental challenge of it is stimulat- ing. I enjoy it.” For Mr. Ruz, the jet is capable and operationally similar, or even superior, as far as costs are concerned to his previous aircraft. “I encourage you to spend the mon- ey on a jet instead of a similarly priced twin-engine piston or a single-engine turboprop. Acquisition costs are right in line. After I got into the Phenom, I talked with my mentor pilot again, and he noted that it was almost the same price he had paid for his M600. Until our conversation, he had never realized that operating costs are virtu- ally the same because you are going nearly twice as fast. It’s fascinating. You don’t know what you don’t know, and this is one area that people don’t venture into because they don’t know.” Mr. Ruz expanded on this concept, showcasing a key benefit he has per- sonally experienced in his Phenom. “I will tell you that several mentor pilots I have flown with would not go up to 41,000 feet because they say the plane is slow to climb there and the fuel burn could be better there. I argue that that is not true. The book pub- lished speeds and fuel consumption figures are on point, in my opinion. For example, I flew to Indianapolis non-stop from Miami and went up to 41,000. I couldn’t have made that trip if I had only gone up to 37,000 feet,” he began. “The difference between those al- titudes is significant. When you get higher, you burn roughly 275 pounds per side, which is nothing. When you run that calculation, you are at 80 gallons an hour. I am right at the same burn as a TBM, but in reality, probably less since the TBM is going slower. With a 100-knot headwind in a TBM, you are going 220 knots [groundspeed], whereas, in this jet, you are going over 300 knots. So, if you get up to altitude, you are actually at the same fuel consumption then.” Unsurprisingly, Mr. Ruz is more than thrilled with his ownership ex- perience so far. And why wouldn’t he be? Getting into a twin-engine jet was a long-term goal for the detail- oriented entrepreneur. “As far as I am concerned, the Phenom 100 is a smooth, solid, and reliable entry-level business jet. It is fast and agile, and it is easy to start and fly. It doesn’t hurt that this bird is loaded with some serious ramp ap- peal and never goes unnoticed. It is an amazing platform with a fantastic network. There is no comparison,” he strongly concluded. You can follow along with Gabriel Ruz, Jr.’s Phenom journey on Instagram @chief.flying.officer. 16 • TWIN & TURBINE / July 2023 Editor’s Pics by L ance Phillips July 2023 / TWIN & TURBINE • 17 Do you happen to remember last month how I de- scribed that I have taken a journey experimenting with several camera types, even trying out film photography over the last few years? No? Well, I described it, and this month we’re looking at one of the stranger photos I have captured. Not only strange for its image of an old twin resting sadly all alone behind a building but also for the type of camera used. I’ll get to all that in a moment. In May of 2021, I had taken a road trip through Colo- rado, New Mexico and Texas. On the way back, a stop in Tucumcari, New Mexico brought me to a unique place, and I happened to have a pretty unique camera with me to take pictures of things there. Tucumcari has this retro, mid-century throwback hotel called the Historic Route 66 Motel. As you can imagine, the famous Rt. 66 runs through Tucumcari on its way to California from Illinois. The new owners of this motel weren’t satisfied with the standard Rt. 66 memorabilia- type stuff to lure travelers, they actually have old decom- missioned Cessna singles scattered about the place as part of its outdoor décor. There’s a 152 out front beneath its tall sign. And there’s another one forming the awning over an outdoor bar area with its left wing. What I didn’t expect though was to find a polished aluminum Aero Commander out back in the weeds next to a ditch. I guess that it is a 520 model from the Aero Design & Engineering Company, later to be called Aero Commander. If someone wants to write in and let me know which model it is, please do so. As the story goes, Ted Smith, an engineer at Douglas, formed the Aero Design & Engineering Company with some of his buddies back in the late 1940s. This crew leased a few thousand feet of hangar space in Bethany, Oklahoma and started making airplanes. AD&EC be- came Aero Commander in 1950, then joined Rockwell in 1965. The airplane would go through many iterations and finally was fitted with Garrett TPE331 turboprop engines in the 1970s and 1980s. By the 1960s, though, Ted Smith had also developed the Aerostar which was later produced by Piper. The day that I found this lonely Aero Commander behind the motel, I happened to have a film camera called a Contax G1. It was a revolutionary camera of sorts due to the fact that it was a rangefinder (rather than a typical single-lens reflex type) with an autofocus system. Contax was an old German camera maker that had been purchased by Kyocera of Japan at some point, and the Japanese Contax cameras of the 1980s, like my G1, were some of the best in the market. And Contax used renowned Zeiss lenses like my 45mm f2 used here. Loaded in my old camera was a film by Kodak called Portra 400. Enjoy this month’s Editor’s Pic, and please send me a note if you have an interesting aircraft photo/ camera combo of your own. 18 • TWIN & TURBINE / July 2023 JETS – 21,487 CHIEF PILOTS & OWNERS COUNT AIRCRAFT 66 AIRBUS A300S 8 ASTRA 1125 39 ASTRA 1125SP 48 ASTRA 1125SPX 23 BEECHJET 400 239 BEECHJET 400A 228 BOEING BBJ 18 BOMBARDIER CRJ 745 CHALLENGER 300 286 CHALLENGER 600 68 CHALLENGER 601-1A 94 CHALLENGER 601-3A 325 CHALLENGER 604 62 CHALLENGER 650 3 CHALLENGER 800 58 CHALLENGER 850 6 CHALLENGER 870 354 CIRRUS VISION SF50 118 CITATION 500 339 CITATION 525 303 CITATION BRAVO 182 CITATION CJ1 96 CITATION CJ1+ 231 CITATION CJ2 225 CITATION CJ2+ 458 CITATION CJ3 216 CITATION CJ3+ 383 CITATION CJ4 178 CITATION ENCORE 75 CITATION ENCORE+ 370 CITATION EXCEL 10 CITATION I 241 CITATION I/SP 408 CITATION II 46 CITATION II/SP 140 CITATION III 145 CITATION LATITUDE 43 CITATION LONGITUDE 312 CITATION M2 489 CITATION MUSTANG 124 CITATION S/II 313 CITATION SOVEREIGN 108 CITATION SOVEREIGN+ 268 CITATION ULTRA 260 CITATION V 25 CITATION VI 108 CITATION VII 297 CITATION X 37 CITATION X+ 256 CITATION XLS 310 CITATION XLS+ 1 DIAMOND I 23 DIAMOND IA 17 DORNIER ENVOY 3 310 ECLIPSE EA500 17 EMBRAER LEGACY 20 EMBRAER LEGACY 450 78 EMBRAER LEGACY 500 102 EMBRAER LEGACY 600 64 EMBRAER LEGACY 650 15 EMBRAER LINEAGE 332 EMBRAER PHENOM 100 475 EMBRAER PHENOM 300 86 EMBRAER PRAETOR 55 FALCON 10 23 FALCON 100 13 FALCON 200 248 FALCON 2000 5 FALCON 2000DX 25 FALCON 2000EX 135 FALCON 2000LX 126 FALCON 2000LXS 24 FALCON 20C 16 FALCON 20C-5 15 FALCON 20D 1 FALCON 20D-5 16 FALCON 20E 45 FALCON 20F 71 FALCON 20F-5 171 FALCON 50 5 FALCON 50-4 8 FALCON 50-40 99 FALCON 50EX 262 FALCON 7X 53 FALCON 8X 161 FALCON 900 26 FALCON 900C 17 FALCON 900DX 322 FALCON 900EX 85 FALCON 900LX 152 GLOBAL 5000 6 GLOBAL 5500 202 GLOBAL 6000 22 GLOBAL 6500 55 GLOBAL 7500 244 GLOBAL EXPRESS 25 GULFSTREAM G-100 110 GULFSTREAM G150 203 GULFSTREAM G-200 252 GULFSTREAM G-280 10 GULFSTREAM G-300 9 GULFSTREAM G-350 21 GULFSTREAM G-400 294 GULFSTREAM G-450 95 GULFSTREAM G-500 596 GULFSTREAM G-550 68 GULFSTREAM G-600 383 GULFSTREAM G-650 15 GULFSTREAM G-I 13 GULFSTREAM G-II 10 GULFSTREAM G-IIB 81 GULFSTREAM G-III 152 GULFSTREAM G-IV 290 GULFSTREAM G-IVSP 174 GULFSTREAM G-V 27 HAWKER 1000A 5 HAWKER 1000B 1 HAWKER 125-1AS 1 HAWKER 125-600A 9 HAWKER 125-600AS 36 HAWKER 125-700A 5 HAWKER 125-700B 65 HAWKER 4000 203 HAWKER 400XP 43 HAWKER 750 105 HAWKER 800A 14 HAWKER 800B 346 HAWKER 800XP 43 HAWKER 800XPI 82 HAWKER 850XP 167 HAWKER 900XP 2 HAWKER-3B 168 HONDA JET 2 JET COMMANDER 1121 1 JET COMMANDER 1121B 2 JETSTAR 731 6 JETSTAR II 4 LEARJET 23 4 LEARJET 24 1 LEARJET 24A 1 LEARJET 24B 13 LEARJET 24D 6 LEARJET 24E 6 LEARJET 24F 1 LEARJET 25 15 LEARJET 25B 1 LEARJET 25C 22 LEARJET 25D 1 LEARJET 28 23 LEARJET 31 152 LEARJET 31A 19 LEARJET 35 380 LEARJET 35A 20 LEARJET 36 34 LEARJET 36A 118 LEARJET 40 214 LEARJET 45 200 LEARJET 45XR 89 LEARJET 55 8 LEARJET 55B 6 LEARJET 55C 244 LEARJET 60 114 LEARJET 60XR 13 LEARJET 70 109 LEARJET 75 17 LEARJET 7T 119 PILATUS PC-24/45 272 PREMIER I 6 SABRELINER 40A 1 SABRELINER 40EL 2 SABRELINER 40R 4 SABRELINER 60 8 SABRELINER 60ELXM 38 SABRELINER 65 4 SABRELINER 80 1 SABRELINER 80SC 1 SUKHOI SBJ 3 SYBER JET SJ30 49 WESTWIND 1 1 WESTWIND 1123 12 WESTWIND 1124 38 WESTWIND 2 TURBOPROPS – 13,856 CHIEF PILOTS & OWNERS COUNT AIRCRAFT 174 AVANTI 2 AVRO RJ70 5 BRITISH AEROSPACE 146 486 CARAVAN 208 2109 CARAVAN 208B 137 CHEYENNE I 13 CHEYENNE IA 202 CHEYENNE II 45 CHEYENNE III 35 CHEYENNE IIIA 61 CHEYENNE IIXL 37 CHEYENNE IV 214 CONQUEST I 264 CONQUEST II 74 DAHER TBM-700A 86 DAHER TBM-700B The Worldwide General Aviation owner/operators and chief pilots of these airc PHOTO BY JESSICA AMBATS TOTAL MARKET COVERAGE July 2023 / TWIN & TURBINE • 19 Do you want your marketing message to reach these key decision makers? 106 DAHER TBM-700C 352 DAHER TBM-850 116 DAHER TBM-900 69 DAHER TBM-910 96 DAHER TBM-930 124 DAHER TBM-940 4 DAHER TBM-960 163 DE HAVILLAND DHC 25 EPIC E1000 1 FOKKER 100 1 FOKKER 70 20 JETSTREAM 31 68 JETSTREAM 32 66 JETSTREAM 41 29 KING AIR 100 442 KING AIR 200 20 KING AIR 200C 13 KING AIR 200T 238 KING AIR 250 23 KING AIR 260 175 KING AIR 300 14 KING AIR 300LW 629 KING AIR 350 91 KING AIR 350C 34 KING AIR 350ER 375 KING AIR 350I 6 KING AIR 350IER 41 KING AIR 360 7 KING AIR 90 195 KING AIR A90-1 6 KING AIR A/B90 69 KING AIR A100 162 KING AIR A200 28 KING AIR A90 95 KING AIR B100 1030 KING AIR B200 117 KING AIR B200C 105 KING AIR B200GT 6 KING AIR B200SE 8 KING AIR B200T 40 KING AIR B90 281 KING AIR C90 35 KING AIR C90-1 181 KING AIR C90A 358 KING AIR C90B 68 KING AIR C90GT 96 KING AIR C90GTI 137 KING AIR C90GTX 13 KING AIR C90SE 234 KING AIR E90 147 KING AIR F90 29 KING AIR F90-1 4 MERLIN 300 14 MERLIN IIB 4 MERLIN III 23 MERLIN IIIA 42 MERLIN IIIB 17 MERLIN IIIC 2 MERLIN IV 12 MERLIN IV-A 32 MERLIN IV-C 78 MITSUBISHI MARQUISE 13 MITSUBISHI MU-2F 1 MITSUBISHI MU-2G 11 MITSUBISHI MU-2J 30 MITSUBISHI MU-2K 11 MITSUBISHI MU-2L 20 MITSUBISHI MU-2M 21 MITSUBISHI MU-2N 23 MITSUBISHI MU-2P 45 MITSUBISHI SOLITAIRE 68 NEXTANT 400XT 1 NEXTANT G90XT 939 PILATUS PC-12 NG 604 PILATUS PC-12/45 202 PILATUS PC-12/47 278 PIPER JETPROP 82 PIPER M500 193 PIPER M600 1 PIPER MALIBU 578 PIPER MERIDIAN 255 QUEST KODIAK 100 1 ROCKWELL 680T TURBO 5 ROCKWELL 680V TURBO II 5 ROCKWELL 680W TURBO II 4 ROCKWELL 681 HAWK 5 STARSHIP 2000A 45 TURBO COMMANDER 1000 22 TURBO COMMANDER 690 126 TURBO COMMANDER 690A 130 TURBO COMMANDER 690B 61 TURBO COMMANDER 840 22 TURBO COMMANDER 900 21 TURBO COMMANDER 980 TWIN PISTON – 8,807 OWNERS COUNT AIRCRAFT 38 BARON 56 TC 1446 BARON 58 1 BARON 58 PA 363 BARON 58P 102 BARON 58TC 3 BARON A56TC 320 BARON G58 181 BEECH DUKE B60 292 CESSNA 414 388 CESSNA 414A 34 CESSNA 421 28 CESSNA 421A 272 CESSNA 421B 615 CESSNA 421C 109 CESSNA 310 165 CESSNA 340 553 CESSNA 340A 53 CESSNA 402B BUSINESS LINER 125 CESSNA 402C 28 CESSNA 404 TITAN 292 CESSNA 414 388 CESSNA 414A 34 CESSNA 421 28 CESSNA 421A 272 CESSNA 421B 615 CESSNA 421C 57 CESSNA T303 111 DIAMOND D42 120 DIAMOND DA 84 PIPER 600 AEROSTAR 3 PIPER 600A AEROSTAR 45 PIPER 601 AEROSTAR 4 PIPER 601B AEROSTAR 203 PIPER 601P AEROSTAR 24 PIPER 602P AEROSTAR 581 PIPER CHIEFTAIN 26 PIPER MOJAVE 304 PIPER NAVAJO 257 PIPER SENECA 12 ROCKWELL 500 SHRIKE 23 ROCKWELL 500A SHRIKE 83 ROCKWELL 500B SHRIKE 47 ROCKWELL 500S SHRIKE 4 ROCKWELL 500U SHRIKE 12 ROCKWELL 520 COMMANDER 3 ROCKWELL 560 COMMANDER 9 ROCKWELL 560A COMMANDER 5 ROCKWELL 560E COMMANDER 6 ROCKWELL 560F COMMANDER 11 ROCKWELL 680 SUPER 3 ROCKWELL 680E 10 ROCKWELL 680F COMMANDER 11 ROCKWELL 680FL GRAND COMMANDER 4 ROCKWELL 680FLP GRAND LINER HIGH PERFORMANCE MOVE-UP SINGLES – 6,873 OWNERS COUNT AIRCRAFT 446 CESSNA 182 55 CESSNA 206 426 CESSNA P210N 22 CESSNA P210R 57 CESSNA T182 1106 CIRRUS SR20 3594 CIRRUS SR22 21 MOONEY ACCLAIM ULTRA 12 MOONEY OVATION ULTRA 235 PIPER MALIBU 183 PIPER MATRIX 472 PIPER MIRAGE Jenna Reid, Advertising 316.409.7033 • Jenna.Reid@vpdcs.com www.twinandturbine.com n & Business Aviation Markets raft ALL RECEIVE Twin & Turbine every month ADVERTISE IN TWIN & TURBINE 20 • TWIN & TURBINE / July 2023 by Kevin R. Dingman From the Flight Deck First published in 1974 and now dutifully placed in the philosophy section of bookstores and librar- ies, Robert M. Pirsig’s novel Zen and the Art of Motorcycle Maintenance became a modern classic. Lik- ened by The New York Times to Thoreau and Melville, Pirsig’s odyssey is a philosophical adventure about love and fear, growth, discovery and life’s most critical ques- tions…. like motorcycle maintenance. The story revolves around a summer motorcycle trip across the U.S. by a father and son. Among its many contemplative and philosophical discussions, the story explores how the main character deeply understands and enjoys performing maintenance on his motorcycle, including manufacturing components from everyday ma- terials such as a soda can if required. This is in contrast to a traveling companion who hates not only the physical act of maintenance and repair of his own motorcycle but Zen and the Art of Aircraft Maintenance Aircraft owners are allowed to perform some maintenance on their own airplanes also the painful and confusing men- tal gymnastics required in order to understand the workings of machin- ery. The dichotomy provides fodder for many argumentative debates about life’s choices. Overly Simplistic? A pop quiz in another aviation magazine once included the following questions: If the battery dies, will the motor quit; what color is 100LL; what does a fuel quick-drain do; how many magnetos does the average aircraft en- gine have; and how many spark plugs does a four-cylinder engine have? The questions seemed overly simplistic. Then I contemplated the reason for the basic level of knowledge sought by the questions. We are all different in our abilities, interests, level of me- chanical aptitude and experience, like the two characters in the book. That all pilots enjoy, or at least understand, machinery is not a valid assumption. There are pilots that ignore the subject unless it’s needed to pass a test, comply with a regulation or save their bacon. Creative Artistry Creativity is seeing what others see and thinking what no one else ever thought. - Albert Einstein When young, I was a GA worker bee—mowing grass around the FBO, plowing snow from ramps, washing airplanes, pumping gas (including red 80 octane) and ac- cumulating maintenance apprentice experience toward an A&P certificate. I learned amazing things while out on the airfield and in the hangar. The detail of things July 2023 / TWIN & TURBINE • 21 found only by walking or crawling in close proximity. For example, I learned the shape and size of the taxiway, runway lights and the design and spacing of VASI’s. The details of a taxiway stripe—how the paint has a thickness and the edges are rough; nothing at all as they appear when you taxi or fly past, oblivious to their details. As a maintenance apprentice, I made the same observations about machinery. This revelation of “detail” gave me an appreciation for the mechanical redundancy, reliability, complexity and absolute creative artistry of airplanes. Elegance It’s this creative artistry where “Zen” enters our story. The details of a simple nut, as in nut and bolt, serve as an example of the contemplation of detail. There is no steel in nature; all nature has is the potential for steel. First, you must create the type of metal you need based on sheer and tensile strength, heat-treating and elasticity; then drill a hole in the selected material and use a lathe to make the threads -- finally recognizing the shape of the nut that has been created. The function and relevance of the hardware are overshadowed by the very elegance of the part itself. This manufacturing process is repeated hundreds, even thousands of times in the creation of a machine. It gives you a deeper appreciation of the adage: “Even the most complex flying machine is just a collection of man-made parts flying in close formation.” A Dizzying Nightmare In the aviation field, we have the same dichotomy as ex- plored in the motorcycle adventure as it relates to aircraft maintenance: some of us like to get hands-on, and others hate it. Most who are averse to performing maintenance are lacking in time, desire or knowledge. Our post-COVID worker shortage, coupled with a decades-long decline in the supply of aircraft mechanics, has made the owner-side of maintenance a nightmare. After an engine failure, I waited an entire year for the removal, overhaul, reinstal- lation and annual inspection of my Duke (not to mention a bill for $108k). And the repaint and interior of one of our Citation III’s, while beautiful, took twice as long as in the old days. So, as in the motorcycle adventure, to some, maintenance is a dizzying nightmare. Conversely, there are those who have the time, desire and knowledge who would rather take an airplane apart and put it back together than fly it. For all of us though, getting involved shows us why maintenance can be time-consuming and costly, and it helps us to under- stand aircraft systems better. If you are still disinclined to partici- pate, consider this: you are responsible for not only the maintenance of your plane but proper logbook entries as well. To wit, from the FARs: 91.403(a) The owner or operator is primarily responsible for maintaining the aircraft in an airworthy condition. This means that it’s our responsibility to fix things that break, to know what inspections are required and when, This camshaft and lifters demonstrate the sheer elegance of machine parts. The Duke’s engine overhaul took 6 months. 22 • TWIN & TURBINE / July 2023 and to comply with mandatory service bulletins (SBs) and ADs (airworthiness directives) as well--- those are the let- ters we get in the mail from the FAA. We all hire an A&P or IA to do these things, but it’s our neck both physically and legally that’s on the line for the correct and timely accomplishment of the work--- and its documentation. 91.405(b) Each owner of an aircraft shall ensure that maintenance personnel make appropriate entries in the aircraft maintenance records indicating that the aircraft has been approved for return to service. This means that, even though most of us have no clue what the log entries are required to legally say, we are responsible for making sure they are correct and that they include the words “approved for return to service”. We are bound by this FAR to be informed and involved. And finally, Paragraph 6 of the Airworthiness Certificate aboard all U.S. certificated aerospace vehicles (one of the documents in the ARROW acronym) says: TERMS AND CONDITIONS “Unless sooner surrendered, suspended, or revoked…… this airworthiness certificate is effective as long as the maintenance and alterations are performed in accordance with Parts 21, 43, and 91 of the FAR’s as appropriate….” unless we ensure that all maintenance has been performed per the FARs, and logged properly (neither endeavor of which we have much knowledge), the Feds can revoke our airworthiness certificate. So once again, we hire someone to comply and trust them to know the rules and document their work properly. SEND SOLUTIONS http://oceanreef.com Use the FARs, Luke – Star Wars, 1977 You probably shouldn’t jack your G550 and change the tires and re-pack the wheel bearings yourself or have your R2-D2 droid do it either, but your shop may allow you to supervise. It would be a great opportunity to see the “details” of the nuts and bolts of the landing gear assembly, and it may encourage you to reflect a bit before you slam on the brakes during the next landing. To get deeper still into its components, and become one with your ma- chine, use the FARs to guide your journey; to wit: “The holder of a pilot certificate issued under Part 61 may per- form preventive maintenance on any aircraft owned or operated by that pilot, as long as the aircraft is not used under Part 121, 127, 129, or 135. If you do the preventive maintenance authorized, you must make an entry in the logbook documenting the work and the entry must include: A description of the work performed, the date of Steve inspects our Citation at the paint shop. July 2023 / TWIN & TURBINE • 23 Preferred https://factorydirect.com completion, the signature, certificate number, and kind of certificate held by the person performing the work.” There are just over a dozen maintenance items that we, as the owner/operator pilot, are allowed to accomplish. The list includes things like changing the oil and filters, changing air filters, cleaning and gapping spark plugs, changing tires, cleaning and greasing wheel bearings and servicing or replacing the aircraft battery. In addition to the maintenance procedures authorized, there are over 90 “checks” on the engine, cabin interior, landing gear, wings, empennage and propeller that we are allowed to accomplish. Basically, these checks are all things that you might perform during an extremely thorough preflight, run-up and test flight. I invite you to substitute the word airplane for motorcycle in this quote from Zen and The Art of Motorcycle Maintenance: “Precision instruments are designed to achieve an idea, dimensional precision, whose perfection is impossible. There is no perfectly shaped part in a motorcycle and never will be, but when you come as close as these mechanical instruments take you, remarkable things happen, and you go flying across the countryside under a power that would be called magic if it were not so completely rational in every way.” Way Outside the Box The EAA conducts its annual gathering of inventors, builders, technicians, authors and aviation enthusiasts later this month in Oshkosh (24th-30th). It’s an inspira- tional gathering in which people are encouraged to think outside the box in the design, manufacture and mainte- nance of aircraft and components -- often, way outside the box. With the advent of 3-D printing, the reality that materials and parts like the aforementioned nut, which have no shape or function except in our minds until we manufacture them, have been placed into the toolbox of dreamers. Any person can now transform a thought into a physical, functional component—even a completely op- erational device. We have only to recognize the potential of nature’s elements in order to create materials with the chosen properties and then “print” a component or mechanism with the desired capabilities. Perhaps with this type of technology, a Zen-like ap- preciation of materials, and the hands of a hard-working visionary like VanGrunsven, Poberezny or Rutan to shape them, another quantitative leap of discovery awaits. With a newly kindled interest in aircraft maintenance, the visionary could be you. Fellow Duke owners and pilots: Please check your DFA newslet- ter or email me to register for our Fly-In on September 21st. Kevin Dingman has been flying for more than 40 years. He’s an ATP typed in the B737, DC9 and CE-650 with 25,000 hours in his logbook. A retired Air Force major, he flew the F-16 and later performed as an USAF Civil Air Patrol Liaison Officer. He flies volunteer missions for the Christian organi- zation Wings of Mercy, is retired from a major airline, flies the Cessna Citation for RAI Jets, and owns and operates a Beechcraft Duke.Contact Kevin at dinger10d@gmail.com. Air Widgets https://factorydirect.com Aircraft Widgets Sunshades Aircraft Widget Sunshades are the answer to reducing glare and providing sun protection for the pilot and co-pilot. Made with a smoke-tinted acrylic that reduces light transmission 75%, reduces UV 99% and keeps the cockpit up to 30 degrees cooler. These shades are designed to be left in place during all phases of flight. Each Sunshade piece is curved to match the curve of the window and windshield, providing a great fit. No modifications or custom installation is necessary. Aircraft Widget Sunshades are available for: Piper 1984-present, Phenom 100-300, TBM 850-960, Cessna CJ1-CJ3, KingAir 200-300. More coming soon! www.aircraftwidgets.com 800-211-5084 24 • TWIN & TURBINE / July 2023 How to Prepare for Your First Recurrent Jet Training & Proficiency Check Preparing for your first jet recur- rent training and proficiency check can be as nerve-wrack- ing as your initial type rating, especially if you leave your study and practice until the last minute. While every pilot responds dif- ferently to testing and evaluation environments, one thing remains consistent: quality preparation and persistent practice will greatly im- prove your experience. Recurrent training serves to un- cover and address your blind spots. By embracing the opportunity to learn, grow, and confront challenges, pilots reduce their risk factor. When you arrive exceptionally prepared, not only will you enjoy the process more, but you’ll also efficiently accomplish by Tigre Pickett the required tasks and truly put your skills to the test. Here are some suggestions and timelines to help you prepare for your recurrent check ride. This timeline starts the day after you receive your initial rating and extends for a year, give or take a few days since your rat- ing is valid through the end of the cal- endar month in which you received it. Day Zero Congratulations on passing your check ride! The first thing to do is rest. Whether you’re on cloud nine be- cause your check ride went smoothly or you’re exhausted from late-night cram sessions to meet ACS standards, take a moment to relax. Remember that there is a world outside the simu- lator, and life goes on regardless of your performance. Connect with your loved ones, indulge in activities you’ve put off, enjoy life, and engage in exer- cise. The hard work is done, so allow yourself to unwind. TAKE OFF: Week One After resting and possibly enjoying some flying without engine failures or adverse weather conditions, take time to review your proficiency check debrief and assess your strengths and weaknesses from training. Acknowledge the areas where you felt comfortable. Reflect on why they felt fluid and seamless. You’ll likely dis- cover that these elements were more familiar to you because you practiced them. With your weaker areas, make an honest list — there’s no sense in pre- tending or sugarcoating things. Being July 2023 / TWIN & TURBINE • 25 truthful about your proficiency will help you avoid failure in the future. Embrace your minor mistakes now so that they don’t escalate and cause significant problems later. As a newly (re)minted jet pilot, you’re officially in the pros, even without a commercial license. You’re operating high-performance aircraft in demanding environments along- side verified professionals whose ca- reers and lives are at stake. Treat this responsibility with the respect and deference it deserves. With your list of weak areas in hand, create an action plan for strengthen- ing them. Determine when and how you will dedicate time and focus to practice those skills or memory items. Identify additional training you may need and understand why specific maneuvers were challenging for you. Remember that the quality of our lives is determined by the quality of the questions we ask ourselves, so ask yourself meaningful questions. Once you draft your action plan, seek out a respected mentor or friend and ask for accountability support. Review your list and action plan with them, and get feedback and ideas for improving your plan. Establish a frequency for connecting with them and stick to it. A great plan is only as effective as the structure supporting it. I recom- mend using the Reminders app on Apple devices. You can set recurring reminders and notifications or es- tablish a routine where you review specific skills, systems/knowledge items, or procedures. Some people respond well to rewards or consequences for meeting or missing goals. You could promise yourself a tail- dragger rating if you maintain a three-month study streak on Quizlet, or agree to give your mentor $100 every time you fail to meet your weekly goals. CRUISE: Weeks Two Through Forty-Two Enjoy the privileges of your rating and make the most of your flying opportunities. However, it’s important to remember that routine f lights without chal- lenging scenarios can create a false sense of security and proficiency. To ensure you stay sharp and prepared, consider the following training and prepara- tion activities: Review Memory Items Set aside time once a week to review the memory items for the aircraft you are rated for. You can use flashcards, digital tools like Quizlet, re- view the emergency checklist, or even ask your co-pilot to quiz you if you fly as a crew. For an extra challenge, aim to memorize the Emergency Checklist tab for each memory item. Practice Emergencies While on the ground and in a safe environment, simulate emergency sce- narios specific to your aircraft. Verbal- ize and mimic the required actions without creating an actual in-flight emergency. For instance, you can pick a CAS (Crew Alerting System) mes- sage or scenario, such as smoke in the cabin. Set a timer, execute any memo- ry items, respond to it promptly, and follow up with the Emergency Quick Reference Handbook (QRH). Keep a log of your response times and identify areas where you struggle the most. Fo- cus on strengthening your weak mem- ory items through targeted practice. If you fly with a co-pilot or a non- pilot partner, ask them to surprise you with emergency scenarios or ran- domly choose CAS lights. This helps replicate the startle factor associated with real emergencies and enhances your preparedness. Emergency QRH Pay particular attention to the Emergency Checklists provided in your aircraft’s QRH. Once you have completed the memory items, 26 • TWIN & TURBINE / July 2023 and the aircraft is stabilized, the check- list becomes the next step. Practice the proper flow, understand poten- tial challenges or gotchas, and fol- low the checklist until you reach the “PROCEDURE COMPLETE” point. Join a Pilot Owner’s Group Even if owning the aircraft you are typed in is not feasible at the moment, it is highly beneficial to join a pilot owner’s group. Groups like Citation Jet Pilots (CJP) offer a wealth of knowl- edge and insights from experienced pilots who share their experiences, including both mistakes and successes. Engaging with such communities ex- pands your knowledge base and allows you to learn from others. Chair Fly If you are responsible for flying and managing the aircraft, take advantage of the time it takes to update databases. Utilize this opportunity to sit in the flight deck and mentally practice ma- neuvers, emergency procedures, and systems knowledge. If access to the aircraft is limited, you can still chair fly at home using a poster or visual aids that you should have received during your training. Systems Review Make it a habit to review one chap- ter of your training manual each week. In the case of the Flight Safety Citation CJ3 Training Manual, this means reading each chapter twice dur- ing this specified time frame. For vari- ety and a more comprehensive under- standing, consider reading sections of the Aircraft Operating Manual (AOM) as well. Textron’s Citation AOM is an excellent resource for familiarizing yourself with the aircraft’s systems. To enhance your understanding, read these chapter sections while in cruise, allowing you to visualize the components in your actual aircraft and how they interconnect. Addition- ally, explore the emergencies related to each system. This knowledge will prove invaluable in the event of a system malfunction, enabling you to effectively communicate with your mechanic or maintenance team. Tip: Search for “training manual [your aircraft type]” on Google to find additional resources and PDFs that you can add to your iPad for convenient access. Go Missed & Fly the Maneuvers It’s easy for pilots to fall into rou- tines, especially when f lying in favorable weather conditions. To avoid complacency, it’s important to schedule dedicated flight time with a crew member or instructor to practice real missed approaches and maneu- vers. Even if you don’t own the aircraft, emphasize the benefits of maintaining and sharpening your skills to your flight department. Given the limited availability of simulator training, this becomes an even more compelling July 2023 / TWIN & TURBINE • 27 reason. Aim to spend an hour or two once a quarter engaging in this prac- tice to keep your proficiency intact. Teach Others One of the most effective ways to solidify your own knowledge is by teaching others. Seek out flight train- ing students, new Certified Flight Instructors (CFIs), or other aviation enthusiasts and offer to teach them about jets. Teaching requires verbal- izing your book knowledge, which helps reinforce your understanding on a deeper level. Additionally, providing early ex- posure to turbine aircraft, even if it’s through ground instruction, can have a significant impact on aspiring pi- lots, allowing them to visualize the potential of their future careers in aviation. By sharing your expertise, you not only contribute to the aviation community but also enhance your own understanding and mastery of the subject matter. APPROACH: Weeks 43 Through 51 If you’ve followed the previous guidelines, the remaining two months leading up to your recurrent training should primarily be focused on review. However, if you tend to procrastinate, it’s crucial to start studying now. Wait- ing until the weekend before your training to cram all the knowledge back into your head will only lead to a stressful and ineffective experience. Avoid this by allocating sufficient time for preparation. While you may only need to inten- sify your studying three or four weeks before recurrent, it’s wise to give your- self a realistic window of two months. Unexpected events and distractions can quickly consume your time and focus, so it’s essential to be prepared. Evaluate your understanding of each chapter in the training manual on a scale of one to ten. This self-as- sessment will help you identify ar- First Source http://oceanreef.com eas where you need to invest extra effort. Once you get to training, take advantage of non-classroom time to seek assistance from your train- ing center instructors in reinforcing your knowledge. It’s crucial to communicate with your family, friends, partners, and colleagues about the significance of this training. Make them aware that you’ll require dedicated focus time without distractions. This becomes increasingly important as the train- ing dates approach, allowing you to maintain a drama-free environment as much as possible. Recurrent training should be an opportunity to learn something new rather than relearning what you should have known from the start. It’s not a time to play catch-up but to showcase your sharp skills and professionalism. LANDING: Week 52 Finally, the day has arrived to dem- onstrate your knowledge and skills 28 • TWIN & TURBINE / July 2023 AEA http://oceanreef.com to your instructors and examiners. Remember, most training centers for recurrent training want you to suc- ceed. They aim for satisfied, repeat customers and are there to assist you in demonstrating your proficiency. Arrive early, establish rapport with fellow participants, share insights, and stay organized. Prioritize some exer- cise at the hotel, ensure you get qual- ity rest, and nourish your body with nutritious food, rather than relying on the donuts and processed snacks often provided by the training center. Treat this experience with the same level of focus and attention as you would in the flight deck. Minimize dis- tractions and prioritize your training. While life may present unexpected challenges, it’s important to avoid mul- titasking with work-related matters or handling personal situations during class instruction. Such behavior not only distracts the instructor and your classmates but also disrespects the in- vestment you’ve made in the training Pilots Paws http://oceanreef.com Tigre Pickett is a commercial single- and multi-engine pilot type rated in the Citation 525-series jets. With his father and Co-Captain, Rich Pickett, Tigre manages multiple CitationJets in southern California. Tigre has a passion for aviation and loves to fly various aircraft, exploring new destina- tions with his family in their Cessna Turbo 206. You can follow his exciting journey as a professional pilot along- side Captain Pickett on their YouTube channel and find more aviation content on PersonalWings.com. and the time and effort invested by others. If necessary, address personal matters outside of the training envi- ronment and block out your training days to ensure you can fully immerse yourself in the learning experience. And once you walk out of the simu- lator for the last time, complete your debriefing, and receive your stamp of approval for another year... it’s time to celebrate! You’ve earned it through your hard work and dedication. Pilots N Paws® is an online meeting place for pilots and other volunteers who help to transport rescue animals by air. The mission of the site is to provide a user- friendly communication venue between those that rescue, shelter, and foster animals; and pilots and plane owners willing to assist with the transportation of these animals. Joining is easy and takes just a minute of your time. www. pilotsnpaws .org July 2023 / TWIN & TURBINE • 29 GENESYS 30 • TWIN & TURBINE / July 2023 Ad Index ADVERTISING, JENNA REID 816-699-8634 Email: Jenna.Reid@VPDCS.com 1st Source Bank ................... 27 AEA .................................. 28 Airtext ............................... 22 Aircraft Widgets ................... 23 Avidyne Corporation ................ 7 Blackhawk Aerospace Technologies .............Back Cover Central Flying Service ............ 15 CIES Corporation .................. 15 Corporate Angel Network ........ 31 Covington Aircraft Engines ......... 5 Elliott Aviation ........................ .....................Inside Back Cover Factory Direct Models .............. 6 Genesys Aerosystems ............ 29 Lighthawk .......................... 30 Luma Technologies ............... 11 Ocean Reef Club ..................... 3 Pilots N Paws ...................... 28 Preferred Airparts LLC ............ 23 Raisbeck Engineering ............... .................... Inside Front Cover Select Airparts ....................... 6 Turbines Inc. ....................... 10 Wingman Med ..................... 15 Wings of Hope ....................... 3 Jenna http://oceanreef.com Lighthawk http://oceanreef.com T O A D V E R T I S E I N T W I N & T U R B I N E M A G A Z I N E C O N T A C T : J E N N A R E I D , A D V E R T I S I N G D I R E C T O R J E N N A . R E I D @ V P D C S . C O M 3 1 6 - 4 0 9 - 7 0 3 3 July 2023 / TWIN & TURBINE • 31 CAN http://corporateangelnetwork.org 32 • TWIN & TURBINE / July 2023 On Final by David Miller What Good Looks Like David Miller has owned and f lown a variety of air- craft from light twins to midsize jets for more than 50 years. With 6,000 plus hours in his logbook, David is the Director of Programs and Safety Education for the Citation Jet Pilot’s Safety Foundation. You can contact David at davidmiller1@sbcglobal.net. Who is your favorite source for aviation videos? For single-pilot jet operations, I like to watch Citation Max and Pre- mier 1 Driver. Both Max Weldon and Greg Mink do a really nice job of flying and explaining how they operate Citations and Premier Jets. They take you along on an average flight where everything usually goes just as planned. In an airplane, normal is good. But what about the rare instances when things go really badly? In 2017, the Citation Jet Pilots (CJP) organization, through their safety committee, decided to create a series of videos placing the viewer in the pilot’s seat when the excrement hits the ventilator. Using simulators provided by FlightSafety, they created all sorts of mayhem including engine failures, pressurization problems, flight display anomalies; you name it. Some of the emergencies were the result of simulated system failures. But all too often, they were created through a series of human failures. The pilot would experience the problem and try to rectify it with varying degrees of success. Then, a “real pro” would provide suggestions on how to handle the challenges better. The safety committee realized they needed a “human failure” to act out what “bad” looks like. My name was submitted. There were no other nominations. And so began six years of producing almost forty videos. “You will be perfect,” they said. “You fly badly really well.” The picture above is a sample of my work, and the red screen is what you see in the simulator after a crash. FlightSafety instructor Dax Beal has this picture as the screen saver on his iPad. I wish I were kidding. A few of my pilot buddies would laugh when they watched me struggle to perform competently in the cockpit. But most watched silently with interest. Perhaps they had experienced similar situations. A few years ago, something interesting happened. A member of the association mentioned he wanted to talk about an incident that happened during his takeoff in a CJ3. Then another wanted to share a climb-out story after forgetting to turn on his pressurization. Another took off with his rudder trim out of tolerance and thought he was experiencing an engine failure. We were able to take these real experiences and re- create them for everyone to watch and think about how they would react. FlightSafety liked the idea so much that they linked our video library to their curriculum. Although the videos are Citation specific, they will make you think about how you would handle an event in your personal airplane. Recently, I was in Wichita for a FlightSafety event. An instructor walked up and thanked me for starring in a video about a stall warning “stick shaker” failure in a CJ3. “I teach about this in every ground school class, and we use your video to stimulate discussion,” he said. Next Saturday, over your morning coffee, take a walk to the library. https://www.citationjetpilots.com/safety/videos Fly safe. Elliott http://corporateangelnetwork.org 4 • TWIN & TURBINE / July 2023 Blackhawk http://avidyne.com