Académique Documents
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F I R S T
WE GO INSIDE
L O O K :
T H E W O R L D S M O S T T E C H N O L O G I C A L LY
G U L F S T R E A M
ADVANCED BUSINESS JET
SINCE 1927
G 5 0 0
PILOT DECISION-MAKING
BEYOND BLACK OR WHITE
ACTIVE
WINGLET
ADVANTAGES
MAX SPEED: MACH 0.925 MAX RANGE: 5,000 NM MAX ALTITUDE: 51,000 FT
PARADIGM SHIFT
The expectations for business travel have been redefined. The all-new Gulfstream G500
is designed to cruise at Mach 0.90 for thousands of milesbecause when you fly
farther faster, you return home sooner to what matters most to you. Wide-cabin comfort
complements near-supersonic performance, making the G500 an aircraft truly optimized
for uncompromised travel.
Features
DECEMBER 2016
VOLUME 143 -- ISSUE 12
40
FIRST LOOK: GULFSTREAM G500
Take a tour inside the worlds most technologically advanced
business jet.
P H O T O S BY M AT T ST E P H A N
48
HOLIDAY GIFT GUIDE
Tis the season to splurge on your aviator friends and
family members.
By Flying Staff
56
THE GO-AROUND
A practical look at why pilots struggle to determine when and how
to abandon an approach.
By Rob Mark
D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
By Stephen Pope
ON THE COVER
Departments
DECEMBER 2016
VOLUME 143 -- ISSUE 12
10 Flying Inbox
Feedback from
our readers
14
14 Project
Notebook
Aviation news
and notes from the
editors desk
13 Tech
SiriusXM partners
with ForeFlight
How It Works
19 Chart Wise
In-depth explanation
of the nuances of
Jeppesen instrument charts
13
20 ILAFFT
A night flight over
the desert takes a
turn for the worse
24 Everything
Explained
The visual approach
66 In Depth
Ferry pilot
Margrit Waltzs
40-year career
D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
16
28 Pilots
Discretion
Decision-making
is never just black
and white
30 Atermath
Risk is only
chance called by
a different name
34 Taking
Wing
Homeward bound:
a New York
Christmas tale
80
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64 Unusual
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An airborne traffic
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70 Gear Up
The end of a
love affair
74 Jumpseat
Flying an
empty airplane
80 Technicalities
Drop test
82 Sign Of
Inside the Reno
air races
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08 On Course
Why you need
a plan for the
ADS-B mandate
E d i to r - i n - C h ie f
S te p h e n Po p e
EXECUTIVE EDITOR Pia Bergqvist
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D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
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On Course
Editors Letter
D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
Editor-in-Chief
1.888.757.9985 // Bose.com/A20
Connect with us @ BoseAviation
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Inbox
Single-Pilot Tips
Readers chimed in with their tips for
pilots flying by themselves [Master
the Skills Needed to Safely Fly Alone,
Oct. 9, 2016].
FRANK DAMICO
MORNING FLIGHT
Caught this shot this morning, October 1, at 0745 before takeoff at Ogden
Airport in Ogden, Utah.
MARK KUETHER
D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
10
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UP TO SIX-HOUR
BATTERY LIFE
Project Notebook
By Pia Bergqvist
TECH
PROJECT NOTEBOOK
WE FLY
HOW IT WORKS
Tamaracks
active wingtip
extension and
winglet system
include TACS,
small tabs that
move to alleviate
stress on the
wing in high-load
conditions. The
performance
improvements
are dramatic.
T
D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
14
amarack Aerospace is in the final stages of FAA certification for the first commercially viable installation
of its Active Technology Load Alleviation System
(ATLAS), which allows wingtip extensions with winglets to be installed without increasing the load on the wing. The
installation includes Tamarack Active Camber Surfaces (TACS) on
the outboard portions of the trailing edges of the wings. The TACS
automatically activate when additional load is put on the wing,
such as during turbulence or maneuvers that increase G-load.
The first STC for the system will go to the Cessna Citation 525
series: the CJ, CJ1, CJ1+ and M2. The system is already certified
in Europe and is available for installation there.
We had a chance to test out the system on the Citation CJ
that has been used for the certification effort. The performance
improvements are simply mind-blowing.
Before takeoff, Tamaracks founder and CEO Nick Guida opened
up the Citations performance software, CPCalc, to show me what
would be expected in an unmodified airplane for the conditions on
that day. It was the typical sunny Southern California day, with
a temperature on the ground of 28 degrees C. CPCalc told us it
would take one hour and 54 minutes to climb to FL 410, an altitude most CJ pilots are unfamiliar with, says former Cessna chief
pilot Kirby Ortega. Eleven minutes after takeoff from sea level, we
leveled off briefly at FL 230, then continued our climb. We made it
to 41,000 feet in just 34 minutes.
PERFORMANCE
DOMINO EFFECT
Because the airplane with
Tamaracks winglets can get
to altitude much more quickly,
the fuel burn decreases significantly, which in turn leads to a
reduction in the required fuel
load. As a result, the payload
capabilities increase as well.
Through extensive flight
testing, Tamarack has realized
a 15 to 25 percent decrease
in fuel burn. After two solid
hours of flying, which included
the climb to FL 410, we had
burned a total of 1,200 pounds
of fuel. Guida once set a record
when he flew the CJ for six
hours and 16 minutes, covering
1,853 nm. Another benefit,
says Guida, is an increase in
the service life of the airplane
as the stresses on the airframe
are reduced.
Global Weather
Flight Apps
Voice
Text
Web
How It Works
AVIATION TECHNOLOGY MADE SIMPLE
TECH
HOW IT WORKS
GPS SATELLITES
D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
16
ACCURACY AND
EFFICIENCY
ADS-B relies on an
aircrafts GPS receiver to
determine highly
accurate position and
groundspeed information,
which it calculates by
receiving radio signals
from a network of satellites and comparing
the time stamp of when
those signals were sent
with the time stamp of
when they are received.
I L LUS T R AT I O N BY B RYA N C H R I S T I E D E S I G N
PROJECT NOTEBOOK
INSIDE ADS-B
Learjet 23
Lockheed JetStar
de Havilland DH.125
Falcon 20
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ATC PHRASEOLOGY
To avoid confusion
about when pilots
should perform a hold in
lieu of a procedure turn,
controllers will specifically tell pilots flying
RNAV procedures they
are cleared straight
in during an approach
clearance. Also, instead
of beginning approaches
at an initial approach
fix, pilots flying RNAV
procedures may be
cleared to an intermediate fix as long as it is
on the final approach
course and 3 miles or
more from the final
approach fix.
FOR THE INTERACTIVE
VERSION OF
CHART WISE, VISIT
FLYINGMAG.COM/
CHARTWISE.
RNAV APPROACHES
The RNAV approach is a type of GPS-based procedure that is becoming ubiquitous in general aviation
as the FAA continues to roll it out at thousands of airports around the United States. If youre adept at
flying an ILS approach, RNAV LPV procedures (offering localizer performance with vertical guidance)
should be very familiar to you, since lateral and vertical deviations are identical at similar distances.
Have a look at the chart above to learn about the nuances of these types of satnav-based approaches.
D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
LPV (LOCALIZER
PERFORMANCE
WITH VERTICAL
GUIDANCE)
The improved accuracy
of WAAS lateral and
vertical guidance
allows for ILS-like
LPV minimums. Pilots
fly to a DA, and the
angular guidance
provided increases
in sensitivity as the
aircraft gets closer to
the runway.
AFTERMATH
LNAV/VNAV
(LATERAL
NAVIGATION/
VERTICAL
NAVIGATION)
LNAV/VNAV uses
approved vertical
guidance offered by
WAAS- and approachcertified baro-VNAV
systems, with minimums published as a
decision altitude (DA).
PILOTS DISCRETION
RNAV EVERYWHERE
At last count, there
were 3,722 WAAS
LPV approaches in the
United States, serving
1,812 airports and
nearly 14,000 GPS
approaches in all. That
compares with around
1,300 ILS approaches.
EVERYTHING EXPLAINED
LNAV
(LATERAL
NAVIGATION)
LNAV provides only
lateral guidance with
no vertical information,
and in this way is similar to a nonprecision
VOR approach. A
WAAS GPS receiver is
not required.
ILAFFT
19
I . L. A. F . F. T .
I LEARNED ABOUT
FLYING FROM THAT
CHART WISE
ILAFFT
PILOT'S DISCRETION
MY LONGEST
TRIP TO VEGAS
AFTERMATH
eople like to ask, What was your favorite ight? There are so
many, I wouldnt know how to choose. But ask me to choose my
least favorite ight, and I can tell you in a heartbeat. It started on
a beautiful February day. My buddy Shaun decided to join me.
We made a lot of good decisions during that ight, except one:
D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
20
taking of.
That time of year in San Diego brings some rain and a few storms. We were
grounded for most of the week, but things cleared by the day of my talk in Las
Vegas an easy 80-minute ight in our Vans RV-7. Checking my iPad, I saw the
weather looked VFR, but I called Flight Service on the way to the airport as a
nal check. I gave 10,500 feet as my highest altitude and a six-hour total time
there and back. It would be a quick visit to Vegas. Id deliver a short presentation
and get right back home. Flight Service conrmed no adverse weather conditions. We had a gorgeous outbound ight. I gave a brilliant lecture on heart
valves and then immediately returned to the airplane. It was turning dark, so
I used my iPad to le an IFR ight plan back to San Diego. Our RV-7 is an Experimental homebuilt. It doesnt have a lot of bells and whistles, but its nicely
outtted for IFR with a Dynon glass panel. We departed just after sunset into
I L LU S T R AT I O N B Y B A R R Y R O S S
( B A R R Y R O S S A R T. C O M )
EVERYTHING EXPLAINED
NO. 910
T&T
TRAINING & TECHNIQUE
I AGAIN ASKED
FOR LOWER. IT
TRIES TO EVEN
GET A RESPONSE:
NEGATIVE. ATC
DIDNT SEEM
TO SHARE OUR
TERROR.
D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
TOOK A FEW
21
I. L . A. F. F. T.
TRAINING & TECHNIQUE
D E D I C A T E D T O H E L P I N G B U S I N E S S A C H I E V E I T S H I G H E S T G O A L S.
T H E Y S T I L L D O.
When Stephen MacGordon set one of the first altitude records, he couldnt
have imagined where the bar would sit more than a century later. Today, its
not about how high you can fly, but how flying can help your business reach
higher. And its our job to make sure you can do both. So whether its reaching
new customers or making travel more productive, we help businesses, large
or small, surpass their goals. Business aviation enables greater potential. And
at NBAA, we enable business aviation.
Join us at nbaa.org/join.
Everything Explained
TRAINING & TECHNIQUE
AVIATION
REGS
IN
PLAIN
ENGLISH
By Richie Lengel
CHART WISE
ILAFFT
EVERYTHING EXPLAINED
AFTERMATH
RELEVANT
DISCUSSION:
(AIM 2-1-2,
3-2-3, 3-2-4, 5-4-3,
5-4-4, 5-4-23,
5-5-11, 91.155,
135.205,
135.213, 121.649,
OPSPEC C077,
FAA-H-8083-16,
JO 7110.65W
PARAGRAPHS 7-4-2
AND 7-4-3)
D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
24
WEATHER REPORTING
& 135.213
1. The FAA considers commercial pilots competent to
provide weather information for
Part 135 VFR operations (only).
However, to use this concession,
the operators ops manual
must specify the circumstances
under which PICs may use the
provision of 135.213(a).
If observers other than PICs
are used, operators must specify the training and qualifications
of these observers (8900.1).
OpSpec C077 may impose
further restrictions.
2. To conduct IFR operations,
pilots must use weather observations (from official sources)
taken at the airport where those
operations are conducted.
3. Reminder: A visual approach
is an IFR operation.
PILOTS DISCRETION
THE VISUAL
APPROACH
Everything Explained
TRAINING & TECHNIQUE
HEADSET
AV100
Split-screen capability to
simultaneously view various
information sources.
situational awareness.
Visit jeppesen.com/garminpilot70 for more information.
Pilots Discretion
TRAINING & TECHNIQUE
FLYING
Opinion
CHART WISE
ILAFFT
EVERYTHING EXPLAINED
PILOTS DISCRETION
AFTERMATH
D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
28
By Bret Koebbe
IT CAN BE EASY TO DEVELOP THE MINDSET THAT FLYING AND DECISION-MAKING ARE
BLACK AND WHITE. I UNKNOWINGLY ADOPTED THIS APPROACH IN MY FIRST FEW
HUNDRED HOURS AND TOOK A ROBOTIC APPROACH TO FLYING.
D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
29
Atermath
TRAINING & TECHNIQUE
ACCIDENT
ANALYSIS
By Peter Garrison
CHART WISE
ILAFFT
EVERYTHING EXPLAINED
PILOT'S DISCRETION
AFTERMATH
D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
30
HURRY HOME
RISK IS ONLY CHANCE CALLED BY A DIFFERENT NAME
AS HE FLEW, THE
Atermath
TRAINING & TECHNIQUE
ACCIDENT
ANALYSIS
Hurry Home
This article is based on the NTSB's report of this accident and is intended to bring the issues raised to our readers attention. It is not intended to judge nor to reach any
definitive conclusions about the ability or capacity of any person, living or dead, or any aircraft or accessory.
Taking Wing
FLYING Opinion
By Sam Weigel
HOMEWARD BOUND
A
D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
34
P H O TO BY A L A M Y
SEBRING
EXPO
Where the Sky isnt the Limit,
Taking Wing
FLYING Opinion
Floatplane
Fun
Homeward Bound
D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
36
P H O TO BY A L A M Y
Even a small reduction in the arrival rate can prompt ground stops clear
to the other side of the country. And while this wasnt quite a white
Christmas, it was just gray enough to gum up the works pretty good.
2016-17 EDITION
IS A PUBLICATION OF THE
Taking Wing
FLYING Opinion
Floatplane
Fun
Homeward Bound
bridge close before wed even shut down the engines. Perhaps, perhaps I shook hands with the captain and bade
him farewell, bounded through the terminal, and ran hufing up to the rst curbside yellow cab I saw. Hows the
Van Wyck looking? I queried of the credulous cabby.
Eh, the usual, not great, he grunted. Where are
you headed?
LaGuardia. My one shot at getting home for Christmas
leaves in 35 minutes. Can you do it?
He paused only a half-second, looked me in the eye, and
nodded determinedly. Get in. Ill get you there.
God bless that New York cab driver. He was true to his
word and proved himself the nest specimen of his kind
that I ever had the honor of watching in action. He drove
with determination and verve, precision and purpose,
jostling for position with skill and cunning, working the
pedals like a prodigy playing a Stradivarius, silently plot-
In my book, the controllers at New York Approach are the best of the
best, true professionals who I love working with despite their often
brisk demeanor but they certainly dont mind asking a lot of the
pilots in their airspace, so you best bring your A game when flying there.
D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
38
F I R S T
TA K E A T O U R I N S I D E
L O O K :
T H E W O R L D S M O S T T E C H N O L O G I C A L LY A D V A N C E D
G U L F S T R E A M
BUSINESS JET
G 5 0 0
BY STEPHEN POPE
TH E P R AT T & W H ITN E Y
PW8 0 0 E N G I N E S G I V E
TH E G 5 0 0 TH E B E S T F U E L
E F F I C I E N CY I N C L A S S , TH E
LOW E S T N O I S E , A N D A N
E N G I N E TB O O F 1 0,0 0 0
H O U R S WITH N O M I D LI F E
I N S P E C TI O N .
What puts these airplanes in uncharted territory from a
technology standpoint can be distilled to a few key areas: The
Honeywell Symmetry ight deck, based on the Primus Epic
architecture, is all-new and the basis for a workspace that
will make the G500 and G600 the envy of pilots ying other
bizjets. The passenger compartment builds on achievements
rst realized in the G650, with the lowest cabin sound levels
in the industry, the same large signature oval windows, and a
cabin altitude for the G500 of 4,850 feet at its max operating
altitude of FL 510. Another noteworthy change in the G500
and G600 are the airplanes Pratt & Whitney PW800-series
turbofan engines; its the rst time Gulfstream has wavered
from ofering Rolls-Royce power in its large-cabin jets, and
a switch that gives the models the best fuel eiciency in the
class, the lowest noise, and an engine TBO of an impressive
10,000 hours with no midlife inspection requirement.
I obviously wasnt given the opportunity to y the G500
on this visit, but I got a taste of what the experience will be
like when I was invited to y in the sim. With Gulfstream experimental test pilot Tobias van Esselstyn as my guide in the
right seat, I settled in amid all the vibrant touchscreens inside Gulfstreams CASE, or Conceptual Advanced Simulation
Environment. The simulator lacks motion, but everything
else, from the cockpit layout to the feedback of the sidesticks
to the ight dynamics, is spot on, van Esselstyn assured me.
As we departed from Savannahs Runway 28 and climbed
out over the tide-swept Atlantic coast, my rst impression
of the G500 was that it ies very much like a conventional
airplane, despite its y-by-wire computer brains. Unlike
the Dassault Falcon 7X and 8X, which lack trim controls,
the G500 has the familiar trim switch on the sidestick. As I
moved the sidestick, I could see that the other stick on the
right was mimicking my movements precisely, despite there
From my experience in the G500
simulator, its clear this is an airplane
designed to fly like a tried-and-true
Gulfstream, despite the fly-by-wire
technology operating behind the scenes.
TH E G 5 0 0 S I NTE R I O R
D E S I G N E R S H AV E C R E ATE D
S PAC E S TH AT S E A M LE S S LY
CA R RY OV E R F RO M TH E
H O M E , O F F I C E , YAC HT O R
LU X U RY CA R .
D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
44
The attention to
detail Gulfstream
places on cabin
refinement
shows in the
finished result.
Interior modules
can be outfitted
in a seemingly
endless array of
configurations,
while galleys
and lavatories
are created to
maximize the
available space.
Gulfstreams
interior-design
team helps
buyers craft
the perfect
cabin space by
starting with five
basic aesthetic
themes from
which they may
choose: classic,
layered, sport,
minimalist or
next-generation.
GULFSTREAM G500
$44.65 million
Engines
Power
15,144 pounds of
thrust each
TBO
10,000 hours
Passenger Seats
Up to 19
Length
91 feet 2 inches
Height
25 feet 6 inches
Wingspan
87 feet 1 inch
Cabin Length
41 feet 6 inches
Cabin Height
6 feet 4 inches
Cabin Width
7 feet 11 inches
46,600 pounds
76,850 pounds
64,350 pounds
Max Fuel
28,850 pounds
Max Payload
5,500 pounds
3,900 nm
5,000 nm
Mmo
Mach 0.925
High-Speed Cruise
Mach 0.90
Long-Range Cruise
Mach 0.85
5,200 feet
3,100 feet
51,000 feet
41,000 feet
Baggage Volume
D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
Price
45
TECHNOLOGY TRANSFER
D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
46
IT OCCU R R E D TO M E
TH AT I N A COC K P IT
TH I S Q U I E T,
CO M FO R TA B LE A N D
DA R K , S TAY I N G
AWA K E O N LO N G
F LI G HT S M I G HT B E A
C H A LLE N G E .
The G500s
Honeywell
Symmetry flight
deck represents
a sea change
for Gulfstream.
It incorporates
10 tablet-based
touchscreens,
each of them
replaceable
by a pilot, plus
four main flight
displays that
are not touchcapable. The
active sidesticks
move together in
response to pilot
inputs, a first for
a civilian fly-bywire airplane.
The overall look
of the workspace
is stunningly
beautiful, with
ample room
for even the
tallest pilots to
stretch out.
secretive Gulfstream acoustics laboratory to learn how designers test the sound-deadening properties of everything
that goes inside the cabin.
Finally I was able to board the P1 test airplane and see the
finished interior firsthand, as well as the actual production
flight deck. It occurred to me that in a cockpit this quiet, comfortable and dark, staying awake on long flights might be a
challenge. For passengers, the G500 will be an inviting place
to relax, enjoy a meal, work, read, or watch a movie.
And thats the secret to business aviations long success
story, isnt it? In a world where airline travel can seem like
drudgery and schedules are dictated on their terms instead
of yours, a private plane can take you anywhere you need to
be, when you need to be there. In the case of the G500, passengers will appreciate the capabilities just that much more.
Pilots, meanwhile, will be flying a Gulfstream the ultimate
Gulfstream, in fact. And thats saying something.
D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
47
X-NAUT ACTIVE
COOLING MOUNT
Give your flying friends peace of
mind with this unique cooling
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RAM or MyGoFlight mounts.
$199.99 iPad
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SCHEYDEN
LIBERATORS
A titanium version of classic aviator
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out of style. Scheydens ultralight
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$289
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CUBCRAFTERS XCUB
Youve really got to love someone
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have the money to splurge, the
XCub is guaranteed to be appreciated by your flying friend.
The XCub was certified by the FAA
earlier this year and offers a terrific
blend of backcountry and crosscountry capabilities .
You can cruise at speeds greater
than 150 mph, remarkable for a Cub.
And with multiple tire configurations and the ability to take off and
land in less than 200 feet, the XCub
lets you get in and out of bush strips
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between the standard bungee gear
and optional spring gear. You can
also put the XCub on floats and skis.
Like its CubCrafters den mate the
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mostly from carbon fiber. It is controlled through push rods, making
inputs crisper.
$297,500
xcub.com
D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
50
GARMIN D2 BRAVO
Garmins vast aviation product line
can provide a bundle of joy for the
holidays. If youre searching for
a watch for your favorite aviator,
Garmins D2 Bravo will provide a
lot more than time and an aviation
slide rule. The watch has a built-in
GPS, provides TAFs and metars,
controls the Virb action camera,
and much more.
The watch comes in two versions,
standard and Titanium, which also
provides fitness functions such as
activity tracking and heart rate.
$599 standard
$899 Titanium
garmin.com
D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
53
FLIGHT OUTFITTERS
BUSH PILOT BAG
For gift recipients who are tough on
their gear, Flight Outfitters Bush
pilot bag is made of rugged canvas
and leather that stand up to the elements. Inside, the pockets are lined
with soft orange felt that prevents
scratching and makes it easy to find
anything from pens to tablets.
D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
54
$139.95
aircraftspruce.com
I L LUS T R AT I O N BY B RYA N C H R I S T I E D E S I G N
The
Go-Around
How to Master Aviations Least Practiced Maneuver
By Rob Mark
D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
57
The Go-Around
D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
58
would point out the imaginary cow or deer crossing the runway. After the right number of practice
attempts, the reaction became almost automatic,
almost always from the same point in the approach.
Students pour the coals to the motor, pitch up a bit,
and usually rid the airplane of the drag items sure
to slow the climb, such as gear and flaps.
I remember my first go-around, with a fresh
private pilot certificate in my pocket, in a Cessna
150 many years ago at Sky Harbor Airport, north
of Chicago. Looking back, I still cant remember
ever having practiced a go-around before my private check ride. But I do remember the fear I saw
in the eyes of the people on the ground I passed
over as I tried to make the 150 fly with full flaps
still extended. After what seemed like an eternity
of nosing over to keep the little airplane flying and
pulling back to clear the buildings, I happened
to milk up a notch of flaps. The little red Cessna
lunged forward. I realized the connection barely in
time to be able to come back around for a full stop.
I never wanted to try that maneuver again, and I
didnt for many years.
The reason for a botched go-around isnt always
so easily determined. Examining the August
Emirates crash requires that we consider what
role the aircrafts automation, as well as the pilots
understanding of the operation of that technology, played in the outcome. To be clear, the Boeing
777s automation apparently functioned precisely
the way it was designed. Initial reports indicate
the Emirates crew believed the autothrottles were
responsible for bringing the engines up to full
power during a go-around, a fact they realized too
late was incorrect.
Once the Boeings main gear touched the concrete, the autothrottles were removed from the
solution and the engines remained at idle until
someone jammed them forward just seconds
before impact. The question in this and other accidents, of course, is why pilots are often unaware of
how the automation can be expected to function in
a go-around. Regularly practicing the go-around
maneuver from a variety of arrival situations would
seem to be the only solution for pilots to reach the
necessary level of performance and proficiency.
I L LUS T R AT I O N BY B RYA N C H R I S T I E D E S I G N
AFTER WHAT SEEMED LIKE AN ETERNITY OF NOSING OVER TO KEEP THE LITTLE
AIRPLANE FLYING AND PULLING BACK TO CLEAR THE BUILDINGS, I HAPPENED TO MILK UP
A NOTCH OF FLAPS. THE LITTLE RED CESSNA LUNGED FORWARD.
The Go-Around
STABILIZED APPROACH
A stable approach is the best indicator of a good
landing. Its a theorem pilots hear whether theyre
in the left seat of a Beechcraft Bonanza or an Airbus
A380. Stable can be defined, of course, but what
about the precise location of the final decision
point on the approach when being unstabilized
means going around?
Pilots of transport-category aircraft normally
explain stable as, at the 1,000 agl point, having
the gear down, final flaps set, and the aircrafts
speed within a predetermined safety margin above
reference speed. If the flying pilot is correcting to
the standard, he or she will continue to the 500
agl point. The idea is that a go-around should be
initiated. It just doesnt work out that way in reality, however, with pilots continuing despite clearly
unstable indications.
In a Cirrus SR22, a stabilized approach might
mean final flaps are set by 300 to 500 agl with a
speed within 5 knots of the 75 required across the
D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
60
fence. But like the jet jockeys, how far outside these
parameters means a go-around is necessary? Is a
74-knot speed cause for panic? If the Boeings ref
speed is 121 knots and the flying pilot sees 123 on
short final, does he or she bail? Clearly, there are
standards somewhere. The problem is the standard is not necessarily the same for everyone.
Think back to the last time you practiced or flew
an actual go-around, and youll realize why many
pilots struggle with the when aspect of the goaround decision. Knowing when can really only
be based on experience, mated to some predetermined guidelines. Success also means more than
simply knowing when. Once the decision to go
around is made, pilots must also understand precisely what steps are necessary and in what order
for a safe climb away from the runway, lest training
shortcomings are demonstrated the hard way, as
they were to the Emirates crew at Dubai.
Dave Carbaugh, the retired chief pilot of Boeings
Commercial Airplanes Flight Operations Safety
group, co-authored the Airplane Upset Recovery
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D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
A SIMPLER TIME
61
The Go-Around
PILOTS NEED TO NOT ONLY TRAIN MORE OFTEN, BUT ALSO UNDERSTAND THAT
REALISTICALLY, A SUCCESSFUL LANDING FROM AN UNSTABLE APPROACH MEANS NOTHING
MORE THAN HAVING GOTTEN AWAY WITH IT THIS TIME.
D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
62
THE RESEARCH
In June 2013, the Flight Safety Foundation
joined with experts from the International Civil
Aviation Organization, the U.K.s Civil Aviation
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Unusual Atitudes
FLYING Opinion
D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
64
he atmosphere in our normally gray conference room was, well, colorful, and the manager
was wishing he hadnt OKd my idea for an
informal meeting with local airborne-traic
helicopter and xed-wing pilots after a recent and highly
publicized accident.
On that frigid, foggy morning, a pilot and a female
reporter lifted of in a Bell Jet Ranger from a heliport
northeast of Lunken Airport. Fog around Lunken was
so dense that a second Jet Ranger returned to base and
urged the other pilot to do the same. Maybe since some
traic reporters from other stations were already airborne, he opted to continue. He wasnt in sight of the
tower as he proceeded along a taxiway at low altitude; visibility in this area, at the conuence of the Little Miami
and Ohio rivers, was zero. But the noninstrument-rated
pilot continued beyond the airport and crashed into trees
on an adjacent densely wooded hillside. Both he and the
reporter were killed. Fog was so dense that it took several
hours for rescuers to locate the crash scene.
Emergency equipment was passing our oice, and
another inspector and I followed them to the accident
site. These were pre-bunny-suit days, so I climbed the
densely forested hill in a skirt, winter coat and leather pumps. Rough going, but nothing compared to the
catastrophic, ugly and incredibly sad accident scene.
Cops were cordoning of the area from scavengers (yes,
really), and EMS teams still searching. The NTSB would
arrive later to take over the investigation; we interviewed
the motorist who saw something in the trees, talked
to the cops, and took pictures. I whispered a prayer and
sprinkled holy water from my cache.
Only pilots had been invited to that meeting at the
FSDO, but newsroom and station managers got wind and
arrived in force. With reporters and cameramen milling
around outside, my boss called the regional oice and was,
to put it mildly, not happy. The meeting got nowhere, with
every media exec and newsroom manager hotly deny-
By Martha Lunken
beneath that talented, articulate, breezy and gutsy persona was a responsible and safety-conscious pilot who, Im
condent, never interfered with a rescue operation.
Hed land his helicopter on an interstate median to
give a live report or mediate an angry exchange between
motorists. He once ended up in police custody for shooting groundhogs while hovering at the Blue Ash Airport.
That he ended up in court only enhanced his popularity.
John called a while back about giving an instrument
practical test. I said sure but reneged when the FAA
ripped of my examiner buttons.
He left a message on my phone because his family is
leaving Cincinnati for good this time. We probably wont
run into each other, but he poignantly said how much our
friendship has meant and ended by saying, I love you.
I get teary when I listen to that message; itll stay on my
machine forever.
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DECEMBER 2016
MARGRIT WALTZ
66
and you are in the soup in a single-engine or twin GA airplane somewhere near the resting place of the Titanic,
there is something else a ferry pilot needs: luck by the yard.
Once, I was delivering a Cessna 404 from the States
that was for a German buyer, Waltz says, and there were
no maintenance records for the airplane. One engine was
eating oil all the way across Canada, and I eventually lost
that engine. Then the mixture would not go back in on
the second engine, so when I landed, I pretty much did it
with two engines out. In my type of job, you definitely need
BY DAN PIMENTEL
PHOTOS BY JON WHITTLE
DELIVERING
SOMEBODY
ELSES BABY
The day we met up
with Margrit Waltz
for our photo shoot
at Pompano Beach
Airpark in South
Florida, she had just
landed after ferrying
a brand-new TBM
930 from the Daher
factory in Tarbes,
France. It was fitting
that earlier this year,
when she celebrated
her 800th ocean
crossing, she was
flying a TBM as well.
Having done the trip
so many times, she
has developed just
one hard and fast
rule: The airplane had
better have a Pratt &
Whitney PT6 or other
turbine engine bolted
to it, or else shes not
flying it.
D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
68
If I said yes,
he would
always be
number two,
as flying was
my first love.
Gear Up
FLYING Opinion
By Dick Karl
D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
70
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FLYING Opinion
The End of a Love Affair
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D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
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FLYING Opinion
FERRY FLIGHT
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D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
74
P H O TO S BY A L A M Y
By Les Abend
D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
The assigned mechanic needed to complete the appropriate maintenance-logbook paperwork before the airplane
could be released. In the interim, we were ofered a ride
out to the ramp so we could begin the preight process.
I volunteered to complete the walk-around inspection.
Mike clambered up the scafolding stairs to prepare the
cockpit. He paused at the top, staring at the closed entry
door. Although we were both aware that the emergency
evacuation slide is disarmed when the door is opened
from the outside, regardless of inside lever position, a
moment of reection was not unwarranted. Mike twisted
the handle. No loud hiss. No slide tentacle. Cool.
After dragging my bags up the stairs, I took a step into
the cabin and peered down the aisles. Overhead bins were
open. Various compartments and doors were unlocked.
The airplane looked abandoned. As per our companys
procedures, without ight attendants on board, it was our
responsibility to ensure all food carts, storage doors and
galley ovens were stowed and secured.
It was no small task. I scanned the rst-class galley.
Apparently, catering had not come on board since the
ight had landed. Trays of aluminum-foil-covered meals
were scattered about. The labels indicated the meals were
leftover quiche. Yummy. And various inserts lled with
various beverages were strewn on countertops.
Twenty minutes after a mechanic had left us with the
logbook and closed the forward entry door, I was nally
done locking, stowing and latching. Flying the airplane
would be the easy part.
With the fanfare of only one mechanic and his orange
wands, we taxied away from the maintenance ramp and
over to Runway 22R. With an evil grin, I suggested to Mike
that we consider a max-power takeof. He nodded with
his own grin and made the appropriate selection on the
ight-management computer.
It seemed like mere seconds after the thrust levers
reached their max-power setting that the airplane had
accelerated to its rotation speed of 122 knots. The airplane leaped of the ground as though it was imitating an
F-16. Mike and I smiled. A glance at the IVSI displayed a
5,800 fpm rate of climb. And that would be the extent of
our fun. Even without passengers, abrupt maneuvers in
a transport-category airplane are not a good idea. Stuf
could break or fall of.
During the course of our three-and-a-half-hour ight,
we both took the opportunity to wander the aisles. A sea of
247 empty seats. Not a soul on board. It was as if we were
ying a ghost ship. Eerie.
But then again, who gets the opportunity to y a 777 and
get paid for it? Maybe the next ferry ight will be to a destination more exotic than Dallas.
75
FLYING MARKETPLACE
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D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
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WOW
9 PIECE FULLY POLISHED
At Harbor Freight Tools, the comp at price means that the same item or a
similar functioning item was advertised for sale at or above the "comp at" price
by another retailer in the U.S. within the past 180 days. Prices advertised by
others may vary by location. No other meaning of "comp at" should be implied.
For more information, go to HarborFreight.com or see store associate.
B. PANCAKE
A. HOT DOG
AIR COMPRESSORS
SUPER COUPON
W3 OW
GALLON, 100 PSI OILLESS
LIMIT 7 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot LIMIT 4 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot
be used with other discount or coupon or prior purchases after 30 days from original be used with other discount or coupon or prior purchases after 30 days from original
purchase with original receipt. Offer good while supplies last. Non-transferable. Original purchase with original receipt. Offer good while supplies last. Non-transferable. Original
coupon must be presented. Valid through 3/15/17. Limit one coupon per customer per day.
R
PE ON
SU UP
CO
HarborFreight.com
800-423-2567
350 lb.
capacity
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PE ON
SU UP Customer Rating
O
C
Customer Rating
Includes one
18V NiCd
battery and
charger.
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SU UP
O
C
$ 97
LIMIT 1 - Cannot be used with other discount, coupon or prior purchase.
Coupon good at our stores, HarborFreight.com or by calling 800-423-2567.
Offer good while supplies last. Shipping & Handling charges may apply if not
picked up in-store. Non-transferable. Original coupon must be presented.
Valid through 3/15/17. Limit one FREE GIFT coupon per customer per day.
LIMIT 8 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot LIMIT 5 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot
be used with other discount or coupon or prior purchases after 30 days from original be used with other discount or coupon or prior purchases after 30 days from original
purchase with original receipt. Offer good while supplies last. Non-transferable. Original purchase with original receipt. Offer good while supplies last. Non-transferable. Original
coupon must be presented. Valid through 3/15/17. Limit one coupon per customer per day. coupon must be presented. Valid through 3/15/17. Limit one coupon per customer per day.
R
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Limit 1 coupon per customer per day. Save 20% on any 1 item
purchased. *Cannot be used with other discount, coupon or any of the
following items or brands: Inside Track Club membership, Extended
Service Plan, gift card, open box item, 3 day Parking Lot Sale item,
automotive lifts, compressors, floor jacks, saw mills, storage cabinets,
chests or carts, trailers, trenchers, welders, Admiral, Badland, Bremen,
CoverPro, Creekstone, Daytona, Diablo, Doyle, Drummond, Earthquake,
Franklin, Hercules, Holt, Jupiter, Lynxx, Maddox, Portland, Predator,
Quinn, StormCat, Union, Viking. Not valid on prior purchases. Nontransferable. Original coupon must be presented. Valid through 3/15/17.
ANY
SINGLE
ITEM
ITEM 61313/62583
47770/62728
62570 shown
6 PIECE
SCREWDRIVER
SET
FREE
20%
99
$89
SAVE
$180
Weighs 73 lbs.
FLOOR JACK
RAPID PUMP
SUPER
COUPON
comp at
$17.97
$ 99
$ 99
72" x 80"
MOVING BLANKET
SAVE
66%
13
comp at
99 $29.97
$ 99
Customer Rating
comp at
$328
99
99
99
119
ITEM 60363/69730
ITEM 68121/69727 shown
CALIFORNIA ONLY
Customer Rating
SAVE
228
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PE ON
SU UP
CO
$
R
PE ON
SU UP
CO
800-423-2567. Cannot
or HarborFreight.com or by calling
LIMIT 5 - Good at our stores or coupon or prior purchases after 30 days from original
be used with other discount Offer good while supplies last. Non-transferable. Original
purchase with original receipt. through 3/15/17. Limit one coupon per customer per day.
Valid
d.
coupon must be presente
comp at
$69.99
SAVE
57%
ITEM 60581
60653 shown
BATTERY CHARGER/
ENGINE STARTER
$2999 $49
Customer Rating
WOW12 VOLSUPT,ER10/2COU/50PONAMP
Customer Rating
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SU UP
CO
Technicalities
FLYING Opinion
DROP TEST
SAFETY IN AVIATION MEANS COMING DOWN SOFTLY
D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
80
P H O T O C O U RT E S Y G A RY C O N N E RY
By Peter Garrison
D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
P H O T O BY C H R I S T I A N P O N D E L L A
81
D E C E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
82
Sign Of
NOW WITH
WEATHER
UPDATES
inreachdelorme.com
Embedded
WAAS/GPS
Touchscreen
Weather
Traffic
ADS-B In/Out
Compliance
NOTAMs
& TFRs
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to your ForeFlight App
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