DON'T FORGET THE VLT! - Skytech Inc.

remains. There is a continuing demand, from emerging markets outside the U.S., for trainers such as Cessna 152s and Sky- hawks. Also, domestic buyers still want a four cylinder Cessna 150 or Cherokee 180 that won’t break the bank. The upper end of the single-engine mar- ket is price driven. The Vref Complex Single Index was down again, losing 1.6 percent. Rising ownership costs continue to put downward pressure on this market. How- ever, in this economy, a Beech Bonanza or Piper Saratoga makes a lot of sense. These high-performance singles can actually be used as a business tool. Plus, you’re only feeding one engine. Another bright spot in the market is any Bonanza, 182, Cirrus or Saratoga with a glass cockpit. • INTERNATIONAL MARKET BUOYS SAGGING AIRCRAFT SALES WE KNOW THE VALUE OF A GOOD AIRPLANE! Vref Aircraft Price Guides Accurate • Complete Only $195 per year Order Line: 800-773-VREF (8733) Fax 913-879-2588 www.vrefpub.com PO Box 23321 Shawnee Mission, KS 66283 Q. What plane deserves the title for being the world’s fastest business aircraft? A. The Gulfstream G650 business jet un- veiled in March. According to Gulfstream Aerospace Corp., the G650 will be the fast- est and offer the longest range of any tra- ditional civil aircraft on the market when it enters service in 2012. When flying its long- range cruise speed of Mach .85, the G650 will have a range of 7,000 nautical miles. Q. What was the first manufacturer to deliver 100,000 aircraft? A. In 1972, decades after first opening its doors as Taylor Brothers Aircraft Corpora- tion, Piper delivered its 100,000th aircraft. Interestingly, by 1937, Piper had sold one- third of the total aircraft in the United States. The aircraft of choice? The Cub. Q. How fast does information flow in the fiber optic cables that connect avionics components? A. The speed of light – almost 671 billion mph. At that speed, you could fly around the world seven times in one second. Q. From what familiar object does the first supersonic aircraft, the Bell X-1 rocket plane, take its shape? 2 see Pilot’s Lounge on page 4 Your next plane has arrived. Experience turboprop reliability and pure speed. A luxurious interior and cabin-class sophistication. Above-the-weather capability and unmatched ramp appeal. Welcome to the Meridian, the affordable step into turboprop ownership. 500 HP Turboprop Engine | Maximum Cruise Speed 260 KTAS | Range 1,000 NM | Maximum Operating Altitude 30,000 FT | Six Seats | Pressurized Comfort | Pure Performance The Meridian…your time has come. PIPER piper.com | 866.FLY.PIPER 4 A. .50-caliber bullet, the only known form at the time to be aerodynamically stable at supersonic speeds. Q. Who tend to fly more accurately, women or men? A. Women. According to a study by the Johns Hopkins University Bloomberg School of Public Health, “Flying aircraft with known mechanical problems, running out of fuel and landing with the gear up were typically male problems… Males trade accuracy for speed. Women tend to be more cautious and pay greater attention to details and rules.” Q. Weary of taking taxis, Robert Edison Fulton, Jr. invented what “hybrid craft” in the early 1950s? A. Fulton built the Airphibian, a car with wings. The half car, half airplane could be separated into two parts. The cockpit (with four-wheel landing gear) could be driv- en home while the wings and tail section remained on the tarmac. The versatile vehicle is in the Smithsonian Institution. Q. The Turbo Raven was an amazing aero- batic aircraft. It could climb at a rate of 7,000 feet per minute. How fast could this daredevil roll? A. 450° per SECOND. The Turbo Raven was a one-of-a-kind show plane built for pilot Wayne Handley for extreme aerobatic fly- ing. Lightweight composite added strength to the airframe while a 750-shaft-hp Pratt & Whitney PT6A-25C engine generated 2,800 pounds of thrust. In July of 1999, at EAA’s Air- Venture in Oshkosh, the Turbo Raven took three minutes, six seconds to reach 6,000 meters, establishing the aircraft as the fast- est climbing propeller-driven aircraft in the world. The aircraft was destroyed during an air show on October 3, 1999. During a steep approach to landing, the engine flamed out as Handley was bringing the propeller out of reverse. Handley was severely injured, but recovered quickly. Q. What strong, little aircraft did Mooney first certify? A. The Mooney Mite M18. Mooney certified the 65-hp, single-place aircraft in 1948. Q. When your Pilatus PC-12 is cruising at 30,000 feet, what else could be going on at that altitude? A. It’s likely the temperature is icy cold. Depending on when and where you’re flying, it could be a shivering minus 45 degrees Fahrenheit. A supersonic aircraft could be creating a lateral sonic boom spread of about 30 miles. High-altitude stunt junkies and military personnel might be skydiving! Q. Who developed the world’s first opera- tional radial aircraft tire and when? A. In 1981, Michelin introduced the radial tire on the French Air Force Mirage. • Pilot’s Lounge from page 2 posed? A large part of the airline industry is returning to the tried and true – turboprop aircraft. “Propeller-driven planes achieve massive fuel benefits on shorter journeys,” Kapil Kaul, of the Centre for Asia Pacific Aviation, said. “For a trip of less than 600 nautical miles, or about 90 minutes’ flying time, a turboprop may use as much as 70 percent less fuel than a similar-sized jet,” he said. Rising oil prices have driven avia- tion fuel cost up more than 60 percent in the past year. As an example of the turning tide, from 2002 to 2004, ATR sold between 15 and 20 of their 42 and 72 series aircraft. Now, ATR has nearly 300 world-wide orders and are ramping up production to meet the need. A few years ago it seemed the re- gional jets were the wave of the future and the era of the turboprop was over. Clearly that is no longer the case. A DIFFERENCE IN DESIGN Propeller-driven aircraft will continue to shine in both personal and business avia- tion use for much the same reasons they are experiencing resurgence in regional air- lines. Efficiency and mission flexibility are hallmarks of turboprop lure. Propellers are much more efficient at converting horse- power into thrust than a jet. This translates into better slow-speed and takeoff per- formance for turboprops, opening many airports which would be unusable with a jet aircraft. In addition, the reversible pro- peller feature of turboprops shortens the runway requirement when returning to land. This can be handy during periods of adverse weather when tapping the brakes would be less than desirable. The single engine simplicity enjoyed by many of the popular turboprops today further maximiz- es reliability and performance around the runway. These performance parameters, when coupled with large payloads, are where the turboprop can really shine. The not-so- very-light Pilatus PC-12 and Cessna Cara- van have become famous for their load car- rying capabilities and both offer cabin size that would be comparable to much more expensive business jets. All of that versa- tility and performance coupled with the economy of a single engine have proven desirable for many years, and will continue for the foreseeable future. LOCATION, LOCATION, LOCATION As the age-old real estate saying states, “it’s all about location.” The same is true when determining the right fit in an aircraft purchase. A good purchaser factors the av- erage distance of trips and type of airspace to be flown in before narrowing the field. In certain parts of the country an unrestricted climb to a requested altitude is a given. In others, it is simply wishful thinking. Aircraft operating altitudes are directly tied to en- gine efficiency. For turbines, efficiency al- most universally means the higher the bet- ter. Jet aircraft must operate substantially higher than turboprop aircraft to achieve their highest level of efficiency. On certain trips, the operating altitude will not be determined by the aircraft’s performance capability, but rather the air- space and corresponding traffic of the trip to be flown. As an example, a pilot travel- ing from the Baltimore/Washington area to Teterboro, NJ can file a multitude of routes and altitudes, but ultimately will be given whatever New York can handle at that time. Usually this translates into lower altitudes and not-so-direct routing. For flights of this profile, the speed advantage of a VLJ can be offset by the lower altitude efficiency of a turboprop. Matching the airplane to the mission is one way to ensure long term sat- isfaction in an aircraft purchase. A BRIGHT, DIVERSE FUTURE A turbine aircraft (whether VLJ or VLT) stands to increase performance and reli- ability for many future operators, opening doors previously not available in the pis- ton world. The VLJ allure is tangible and will be a part of the future of personal and business travel. This new technology and design is welcomed as a great stepping stone for the next era of private air travel. We must also be prepared to adapt to the changing times brought about by rising fuel costs and other world trends. Amidst the VLJ’s popularity, let us not forget the use- fulness, efficiency and ease of operation provided by many of the single-engine tur- boprops offered today. • Don’t Forget The VLT from page 1 5 TRAVELING WITH KIDS ONBOARD flights of fancy:Flying with children can be a mix of joy and anticipation, worry and frustration. With a little forethought and preparation, you can ensure a smooth flight. Whether the child is two years old or a teenager, talk to them about the process of boarding, strapping into the seat, and the nuances of takeoff and landing. Be specific about the behavior you expect from your young passengers. In age-appropriate language, talk about what’s ahead – from twinkling city lights to fluffy, white clouds, from turbulence that bounces the airplane to a slight pain in their ears or stomach. Reassure your passengers that flying is safe and fun. Cultivate the child’s interest in flying and ease their fears by giving them a short tour of the various parts of the air- craft. Explain how the components affect what happens to the airplane in flight. Help children see flying as an adventure. To keep children happy and occupied during flight, parents should pack each a bag of toys, reading materials, activity books, snacks, drinks and chewing gum. For older children, consider a mini DVD player, MP3 player, or a handheld gaming system. CHECK UP ON KIDS’ HEALTH When choosing the flight schedule, be mindful of your child’s health. Never allow them to fly if they are sick or recovering from an illness, especially an upper respi- ratory infection. Even the slightest conges- tion can be very painful. A child with stom- ach flu will be much more susceptible to air sickness. According to Dr. Richard Hansen of Ore- gon-based Emerald Valley Wellness Cen- ter, “Susceptibility to air sickness is maxi- mum in children between the age of four and eight.” It’s less common in infants and very young children. Young or old, high levels of in-flight noise permanently damage hearing and cause fatigue. When you’re flying, ensure every- one’s ears are protected with earplugs or a headset, both of which come in smaller sizes for children. All flight departments as well as parents who fly even occasionally with their kids should invest in child-sized headsets. Roomy, pressurized aircraft offer the most comfortable flight for children and create the least anxiety. Either way, equalizing air pressure will likely cause some discomfort for most kids. “Most pressure-related ear problems develop during descent, when the air in the middle ear contracts. We deliberately ‘pop’ our ears to avoid the pressure build up, though children do not instinctively know how to accomplish this,” explains Dr. Hansen on the Emerald Valley Wellness Center web site. To create the same effect, allow children to eat a snack, sip a drink or chew gum to encourage swallowing. However, avoid pac- ifiers because they promote air swallowing, which can lead to bloating and intestinal gas pains, advises Dr. Hansen. FLYING WITH INFANTS The safest place for your little one is always in an approved child restraint sys- tem (CRS), not on your lap, according to the Federal Aviation Administration (FAA). Your CRS should fit in most airplane seats if it is no wider than 16 inches. Make sure it is government-approved and has this state- ment printed on it – ”This restraint is certi- fied for use in motor vehicles and aircraft.” If you prefer a harness-type restraint rath- er than a hard-backed seat, you can use one if your child weighs between 22 and 44 pounds. Make sure the harness-style re- straint is approved by the FAA. Never use this type of restraint in a car. If your child weighs more than 40 pounds, they should strap in with the seat belt. Supplemental lap restraints or “belly belts” are not ap- proved for use in airplanes or vehicles. The FAA also prohibits children from us- ing booster seats and harness vests during taxi, takeoff and landing. Of course, once onboard remember to have fun. Kids are naturally curious and enthusiastic. With planning and prepara- tion, flying can be a joyful adventure that kindles a lifelong love of aviation and cre- ates wonderful memories. • MORE HELPFUL TIPS FOR TRAVELING WITH KIDS • Before takeoff, give children a chance to play and run off their energy. It makes a long flight easier to handle. • Offer younger kids one activity at a time to avoid boredom. • Don’t over pack. It’s hard to manage the safety and comfort of your children if you’re weighed down. Plus, all that stuff increases fuel costs and fills up space in the baggage compartment. • When filing a flight plan, add “infant on board” to the remarks section. • Eating or sipping on a non-carbonated drink helps children to relax and helps equalize pressure in the middle ear. • Even if you don’t normally have chil- dren passengers, it’s smart to stow a few “emergency” items such as small and large t-shirts in case of air sickness, wipes to quickly clean up messes and spills, and small bags for dirty diapers and other trash. FPO FPO 6 ADJUSTING TO MODERN ADVANCEMENTS IN GENERAL AVIATION MAINTENANCE Historically, airline technology always flows down to General Aviation, usually with a stop in the larger business jets. Flight Directors, active traffic avoidance, vertical profile radar, and “glass” cockpits are all examples of aviation technology flow. INTEGRATED MAINTENANCE If you have flown the airlines in the past decade or so you have surely heard the pilot announce a mechanical delay of some sort and note that they summoned “maintenance.” You might also have noticed that the next person that showed up went straight to the cockpit. Oddly, the captain rarely makes a distinction about whether maintenance was called up for an avionics problem or a mechanical problem. Either way, the troubleshooting process will likely start with a display on the cockpit panel. The ability to have a central information hub to pinpoint mechanical, electrical or any other miscellaneous abnormalities can be a real time saver for an industry that is always on the clock. The future of General Aviation mainte- nance has its roots in this airline-conceived technology. Pilots, for some time now, have been enjoying the simplicity of operation afforded by glass cockpit displays that help pinpoint operational parameters for engines and broaden situational aware- ness of the total flight environment. As any pilot who has made the switch to this ad- vanced technology can testify, the general feeling is one of “I don’t know how I ever lived without this!” That same feeling will soon be shared by the maintenance tech- nicians who work to keep us in the air. CUSTOMER SUPPORT – A NEW ERA Examples of this advanced technol- ogy are starting to reach consumers. With the advent of the Next-Generation PC-12– with the fully-integrated, four-display cockpit – virtually all of the “maintenance” runs through one central computer and its respective back-ups. Just like that airlin- er. Piper is moving the same way with its Piper Jet technology. So is Cessna, with technology in the 172 that is simpler than a lot of video games. We are embarking on a new era in aviation services as many maintenance squawks are destined to be solved with – guess what – software up- grades. In preparing to maintain future advanced aircraft, suddenly maintenance shops need to make a choice: who do we send to the airframe school, maintenance technicians or avionics technicians? The line is clearly, well, blurred. The time of greasy fingers trying to identify a possible problem has been replaced by a computer hook-up and trend downloads. It is clear that the assim- ilation of mechanical and electrical skills with computer technology is a pathway to the future of customer support in our seg- ment of the industry. As advanced technology finds its way into the maintenance side of the high-end owner flown and entry-level corporate mar- ket, operators will enjoy the benefits real- ized by the larger business and airline jets of today. As an operator of such aircraft in today’s rapidly tech-savvy world, care must be taken to match the capability of your aircraft to that of your shop. • In Skytech’s approach to meeting the future de- mand, we are beginning to incorporate different skill sets into one job that we call an Advanced Aviation Services Technician (AAST). It’s a fancy term for an A&P / IA turned Avionics Tech. Or an Avionics Tech turned A&P / IA. It’s rapidly becoming the same job, and Skytech intends to lead the way. 7 A SUCCESSFUL OPERATION IN A DEPRESSED MARKET AND AN OWNER/PILOT WITH A “DREAM MACHINE” 7 Peter DeSoto is one of three partners in a holding company named J.T. Walker In- dustries, Inc. The largest single company in the group is M.I. Windows and Doors, headquartered in Gratz, Pennsylvania – just north of Harrisburg. This company, with 32 manufacturing facilities around the na- tion, markets to the home construction and remodeling industries as well as major re- tailers like Lowe’s that serve do-it-yourself homeowners. THE IMPORTANCE OF AVIATION M.I. Windows and Doors has an Aviation Department that operates a Citation III and occasionally uses Mr. DeSoto’s personal Piper Meridian. And they use business aviation the way many enlightened owners do. The major use of their airplane is tak- ing prospects and customers on plant tours at their manufacturing facilities around the nation – most of them located in second- ary airline markets. The jet is also used in emergency situations, like rushing parts to where they are needed in case of a ma- chine breakdown in one of those manufac- turing facilities. Peter explained a particularly important use of their company airplane this way. “On most trips, we normally fill the Citation with any home office personnel who need to go to that destination location for any reason. Companies that do not operate that way could have people sitting in their offices trying to think of reasons not to have to go to any other location, ever. And, as many of you know, when a company has locations around the nation, that lack of attention can cause resentment toward certain home office department heads and operation personnel. The feeling can easily develop that home office people never visit us and could not possibly understand the prob- lems and needs at this location.” THE JOY OF AVIATION Peter DeSoto is an aviation enthusiast. In addition to his Piper Meridian, he owns a Piper Cub and a T34 (Navy trainer built by Beech Aircraft in 1954). A Cessna 182 is kept in Prescott, Arizona, and a 206 is based at his grass strip in Pennsylvania. The T34 is in pristine condition and, ac- cording to Peter, “It is the easiest airplane to fly I’ve ever flown. And the Cub is lots of fun to just fly around the patch on nice days.” In addition to the makes and models mentioned, Peter owned two Mooney air- craft prior to getting his new Meridian. When asked what he thinks about the Me- ridian, which he purchased at Skytech, he said, “It’s a Dream Machine! My wife likes it, too, because it’s big and comfortable and pressurized. And since around 90% of that airplane’s time is for our personal use, it is very important that she likes it!” MERIDIAN – A WIDE-AWAKE LOOK The Piper Meridian is one of the premier VLTs (Very Light Turboprops) referred to in our cover story for this issue. It is a ver- satile airplane that provides wonderfully comfortable, fast and cost-efficient trans- portation for up to six people on business or pleasure trips. In fact, it helps to make every business trip a real pleasure! A Meridian can easily get in and out of airports the company jet must fly over on the way to one with longer runways. A conservative approach to flight plan- ning the Meridian would allow for 250 knots at 25,000 feet while burning 250 lbs/hr of fuel. Max cruise is slightly higher at 260 knots. Range with full fuel is 1,000 nautical miles. Mac McClellan, of “Flying” magazine fame, summed it up well when he said the Piper Meridian is “as close to a jet as you can get and still have a propeller.” And to many owners, including Peter DeSoto, it’s as close to a perfect aircraft as you can get. LOOKING TO THE FUTURE When asked about future goals for the company, Peter’s reply was, “Our immedi- ate goal is survival! The current national downturn in the housing market has forced us to reduce our employee base from 5,000 to 3,000! That’s the total reduction in our three companies, each of which is related to the housing market. Fortunately, the replacement business in that market is better than new construction sales.” He went on to say, “We still have a great and dedicated team of people in our com- panies. They have been the key to our past success and they will be the key to our success in the future. The market will recov- er. There are sections of the country where the housing market is seriously depressed, and complete recovery will probably take years. But it will happen.” And we can be sure that aviation will con- tinue to have a major role in the company’s success. THE SKYTECH ADVANTAGE Peter DeSoto experienced the Skytech Advantage firsthand while investigating and purchasing his Piper Meridian. Here is what he said about it. “I thought Skytech was fantastic. Everything I asked of them they took care of quickly and without ques- tion. I can’t think of anything they could have done better than they did!” We look forward to handling Mr. DeSoto’s future aviation needs, including one of our specialties – caring for that wonderful Piper Meridian “Dream Machine” of his! • MAXIMIZING TAX DEDUCTIONS FOR PERSONAL USE OF A BUSINESS AIRPLANE 8 Non-business use of a business aircraft results in a pro rata disallowance of all fixed and variable expenses. However, business use may include personal use by employ- ees provided it is taxed to them as com- pensation, and their aggregate compensa- tion is ordinary, necessary and reasonable in amount. When a taxpayer owns a busi- ness, he often has the opportunity to struc- ture his personal use as either subject to a pro rata disallowance or as compensation. Because the employee is taxed under a valuation method prescribed by the Inter- nal Revenue Code Regulation 1.61(21)(g), and the employer is generally allowed to deduct actual costs, it is important for the taxpayer to consider the disparity between the deduction allowed his company and his personal income charge. Particularly during the initial 5 years of ownership, the taxpayer will often find that the compensa- tion charge is less than the corresponding deduction allowed to his company. A GUIDE FOR ESTIMATING When personal use is taxed as compen- sation, the regulations impute income in 2 steps: a mileage charge and a terminal charge. The mileage charge is based on the gross takeoff weight of the aircraft and the distance traveled. Both the mileage charge and the terminal charge are adjusted every 6 months. Nonetheless, the table on this page provides a reasonable estimate of the per passenger compensation charge that may be used for tax planning purposes. When personal use is primarily personal entertainment use by a specified individu- al, (generally a 10% or greater stockholder or officer), special rules limit the employ- er’s deduction to the amount taxed to the employee. However, these regulations do not limit the amount taxed to the employ- ee to the deduction of the employer. It is therefore imperative first to determine if the employee is a specified individual, and second, is his use primarily entertainment or other personal use. Entertainment use would include travel to sporting events, theater and vacation. Common examples of non-entertainment use include commut- ing, visiting family members, visiting the sick and the like. ENTERTAINMENT FLIGHTS The Internal Revenue Service has issued proposed regulations that deal with en- tertainment flights by specified individu- als. These regulations contain significant guidance but hint of substantial potential changes. All aircraft operators have a duty to keep contemporaneous records as to the business purpose of the trip, who trav- eled on the aircraft, and any person visited during the trip. These records should also clearly indicate the nature of the personal use of the business aircraft; deductibility may be determined by documentation. • Louis M. Meiners, Jr., CPA, JD March 24, 2008 www.advocatetax.com Louis M. Meiners, Jr. is an Indiana attorney and CPA who serves as president of Advocate Aircraft Taxation Company. Advocate’s practice is limited to serving the needs of owners and operators of aircraft. Services in- clude aircraft operational analysis, sales and use tax management on aircraft acquisitions, income tax plan- ning, federal excise tax planning, and representation before taxing authorities. Meiners can be reached at (888) 325-1942, or loum@advocatetax.com. IRS Circular 230 Disclosure. New IRS rules impose requirements concerning any written federal tax ad- vice from attorneys. To ensure compliance with those rules, we inform you that any U.S. federal tax advice contained in this communication (including any at- tachments) is not intended or written to be used, and cannot be used, for the purpose of (i) avoiding penalties under federal tax laws, specifically includ- ing the Internal Revenue Code, or (ii) promoting, marketing or recommending to another party any transaction or matter addressed herein. This article is designed to provide information of general interest to the public and is not intended to offer specific legal advice. You should consult Advocate Aircraft Taxation Company or your tax and aviation advisor if you have a matter requiring attention. 9 The flight occurred Wednesday, July 30, 2008 at 11:11 AM – the first flight of the first jet built by one of the first aircraft compa- nies in U.S. history. There is no doubt that this sleek and rev- olutionary jet will set a new standard for all light jets now in existence and all others to come. This is the jet many owner/pilots have been waiting to own! The PiperJet incorporates many new design features, and the first flight was focused on taking an early look at ba- sic handling characteristics, the effects on pitch trim with power changes, and basic operation of the engine’s FADEC control system. TEST PILOT SUMMARY “The PiperJet exhibited excellent control response around all three axes,” said test pilot David Schwartz. “The ergonomics and the basic op- eration of the side stick control were excellent, with well-balanced and har- monized control inputs required for the air speeds that we tested. Moreover, the expected levels of pitch trim change with power applications was minimal and easy to overcome.” A single Williams FJ44-3AP engine, rated at 3,000 pounds of thrust, provides smooth, blazing speed. In the PiperJet application, the engine is de-rated to approximately 2,400 pounds of thrust. “The FADEC control on the Williams en- gine greatly reduces pilot workload, allow- ing greater focus on controlling and navigat- ing the PiperJet,” said Schwartz. “Pushing the single power level full forward for take- off results in a smooth but rapid buildup of thrust and acceleration.” Another confirmation from the first flight was the lack of cabin noise inside the Pip- erJet – one of the many positive attributes resulting from designing the engine instal- lation well aft in the vertical tail, behind the pressure bulkhead. “The resulting lack of cabin noise was even better than expect- ed,” said the other test pilot, Buddy Ses- soms. “Even without sound insulation or an interior, the cabin was exceptionally quiet. It will be even quieter in the completed airplane. In all, our customers should be very pleased with the quiet cabin and lack of engine vibration.” WHAT’S COMING NEXT? With completion of first flight, the Pip- erJet has begun a 50-hour initial flight test program to expand the envelope and further investigate the aerodynamic con- figuration and basic flight performance. Piper test pilots expect to retract the land- ing gear on the PiperJet’s next flight, after which they will make several more flights to expand the high-speed envelope, even- tually reaching 360 KTAS. Envelope expan- sion will also include high- er operating altitudes, up to a maximum of 35,000 feet. Piper plans an unveil- ing of the PiperJet for existing and prospec- tive customers and the news and aviation media in late Summer or Fall at the Piper factory in Vero Beach, Fla., during which Piper test pilots will dem- onstrate the PiperJet’s full flight capabilities. “Today marks the begin- ning of a new era for Piper Aircraft as the company literally takes flight into a whole new realm of performance, luxury and capability,” said Piper President & CEO James K. Bass. “With this major milestone in the PiperJet’s de- velopment, we are witnessing our future – one that is built on a strong and lasting heritage and reputation for innovation and excellence.” • PiperJet East, a wholly owned subsidiary of Skytech, Inc., is the exclusive PiperJet dealer and authorized service center for 15 eastern states and the District of Columbia. PIPERJET MEETS ALL EXPECTATIONS ON HISTORIC FIRST FLIGHT! For inspections and maintenance, dedicated service pilots and a Malibu are available at each location to transport customers home, and then back to our facility when their aircraft is ready. We also feature industry-leading expertise in major airframe repair for our core aircraft makes and models. Computerized maintenance records assure that all maintenance and re- pair information is always available for logbook entry or any other need. You get top-level work at a fair price, and those two factors define VALUE! Skytech’s systems and processes meet the stringent underwriting requirements for one of the world’s largest, most respected aviation insurers. Considering a recommen- dation like that, great work, fair price and real value, why would you go anyplace else? We have been tracking sales of specific aircraft important to our customers for more than two decades. Our extensive database allows us to follow the market closely and use this informa- tion for up-to-date pricing, allowing us to spot trends long before other dealers and brokers. (This is partic- ularly helpful in brokering an aircraft and advising the owner when an offer is acceptable). Skytech people specialize in high- end private, owner-flown aircraft, as well as entry-level corporate aircraft. In other words, we specialize in your needs, offering service and expertise to provide you with enjoyable, worry-free aircraft operation. Your total satisfaction is always our goal. We understand that as an owner/pilot, you lead a demanding business/professional life. So you sometimes need advice and counseling regarding aircraft acquisition and technical services. Supporting you in these areas is a specialty of ours. As a result, many customers form personal bonds of trust and friendship with our people. Skytech has more than 30 years of technical service experience and two FAA-certified repair stations, Rock Hill, SC (CRS C41R727N) and Baltimore, MD (CRS LF1R294K). As part of our quality control, your service is performed by a team of A&P mechanics experienced with your make and model aircraft and led by an independent FAA-certified inspector (IA). BENEFIT #4 BENEFIT #5 BENEFIT #6 BENEFIT #1 BENEFIT #2 BENEFIT #3 Martin State Airport – Baltimore, MD (MTN) York County Airport – Rock Hill, SC (UZA) www.skytechinc.com As you can easily see, it is true that our Skytech-Advantage is actually your advantage. So join our steadily growing group of very satisfied customers now! Contact Skytech, Inc. 888.386.3596 Our long-term relationships are a major asset for you – major insurance under- writers, financing resources that specialize in our product lines and several elite brokers – enabling us to place a customer with the broker most experienced in their aircraft. Plus, Skytech’s Baltimore headquar- ters is in close proximity to Washington, DC, and our relation- ships with current and former FAA personnel are carefully maintained. Our multiple OEM affiliations plus more than 140 years of cumulative sales experience representing all the major airframe manufacturers provide a wide range of specialized knowledge and expertise that is valuable to you when purchasing an aircraft. With one of the most complete product lines in general aviation, we have the ability to move owners up step-by-step from the entry-level Piper Archer to the Pilatus PC-12 or on up to the PiperJet . A dealer of all Piper aircraft for many years, Skytech is the major PiperJet dealer in the nation, with a franchise of 15 states and the District of Columbia. Those of you who want an owner/flown jet in the future can move up to a PiperJet, taking advantage of Piper’s step-up bonus plan. It can save you a substantial sum of money – and we can help! BENEFIT #10 BENEFIT #7 BENEFIT #8 BENEFIT #9 As cockpits become increasingly inte- grated and we progress into higher per- formance aircraft, pilots move closer to becoming a systems monitor instead of a hands-on “stick and rudder” pilot. The technology in today’s aircraft dramatically increases situational awareness, reliability, and in short, vastly improves our safety. Regardless of the avionics equipment in our aircraft, there are two common denomi- nators: keeping our overall proficiency up to a level equivalent to the conditions we expect to fly in (obviously FAA standards or above), and making sure we have a proper- ly functioning auto-pilot that we thoroughly understand! TEST IT – THEN TRUST IT While it’s possible to operate a private aircraft, single-pilot in IFR conditions with- out an autopilot, it is easy to appreciate having a properly functioning autopilot to allow us to process the information that is inherent with IFR flight. However, we have to have a high level of confidence in old “George” when we ask him to assist us. Regardless of the autopilot, there is al- most always a “press to test” or “auto test” cycle that the autopilot needs to complete prior to being engaged. This “test mode” typically checks the electronics in the sys- tem and in many cases sends signals to the servos to make sure everything is respond- ing properly. Additionally, virtually every autopilot requires a pre-flight test to be performed by the pilot. We all know the drill and have differing methods of compli- ance, but in short we need to engage the system, command it to drive the servos and make certain that we can override the system manually should an un-command- ed action occur. Most likely, if a step in the test process is missed, it is this one. Yet, I would propose that it is probably one of the most important steps in the process. If the autopilot does not respond properly during the pre-flight test or the amount of force needed to override the servos changes even slightly (or feels excessive), it should be reported to maintenance. Ad- ditionally, it provides information to the pi- lot, prior to the flight, as to just how much faith he wants to place in the system. OTHER CONSIDERATIONS With respect to maintenance, it is not uncommon for servos and clutch assem- blies to be installed in areas that are sub- jected to a myriad of contaminants and atmospheric conditions. These can have a dramatic affect on the performance of the system. Most manufacturers’ recommend an annual inspection/cleaning of the ser- vos, clutches and associated bridal cables to keep the system up to recommended tolerances. While you may or may not no- tice the extra fine-tuning this provides, it is a pro-active preventative measure that will detect problems before they can manifest into a failure. Most of us can buckle down and safely hand-fly during IFR flight. However, it does get busy, and having a little extra confidence that old “George” is up to the task allows us to appreciate and utilize our technology to its full potential. • by Dave Conover Martin State Airport – Baltimore, MD (MTN) York County Airport – Rock Hill, SC (UZA) (Charlotte, NC metro area) 888-386-3596 Presorted First Class U.S. Postage PAID B.L.S.