The Official Magazine of the Cirrus Owners & Pilots Association

Volume 9, Number 1 CIRRUS PILOT • 1

CIRRUSThe Official Magazine of the Cirrus Owners & Pilots Association

P I L TVolume 9 Number 1

January/February2014

A Look at Accident StatisticsNew Cockpit Weather for EuropeSave the Date for M12!

Inside:

January / February 20142 • CIRRUS PILOT

Calendar of Events E12 European Migration June 2014 Dubrovnik, Croatia

Migration 12 – Viva Las Vegas October 9-12, 2014 Las Vegas, Nev.

Critical Decision Making (CDM) Seminars March 19, 2014 CDM/Lansing, Ill. (ICQ)

Cirrus Pilot Proficiency Programs (CPPP): Feb. 28 – March 2, 2014 Lakeland, Fla. (LAL) March 28 – 30, 2014 Las Vegas, Nev. (VGT) April 25 – 27, 2014 Concord, Calif. (CCR) May 2 – 4, 2014 Atlanta, Ga. (RYY) May 30 – June 1, 2014 Williamsport, Va. (WPT) Sept. 12 – 14, 2014 Oshkosh, Wis. (OSH) Oct. 31 – Nov. 2, 2014 Houston, Texas (tentative) Nov. 14 – 16, 2014 Van Nuys, Calif. (tentative) TBD Kansas City, Mo. TBD Denver, Co.

COPA MEMBER GUIDE

www.cirruspilots.org

CIRRUS OWNERS ANDPILOTS ASSOCIATION2830 North Rancho Drive, Suite BLas Vegas, NV 89130 (702) 920-2108

“Volatus et Salus” – Flight and SafetyMission Statement: The Cirrus Owners and Pilots Association (COPA) is a not-for-profit membership organization established to educate, promote the safety of, and support the owners and pilots of certified aircraft manufactured by Cirrus Design Corporation, encourage ownership of these aircraft and pro-vide social activities for its members. Additionally, COPA will promote goodwill towards the general aviation community.

ABOUT COPA: Founded in 2001, currently with over 4,000 members worldwide, COPA is a volunteer-run organization completely independent of Cirrus Aircraft Corporation.

MEMBERSHIP: Open to all interested individuals. Dues are $65 per year, which includes a subscription to Cirrus Pilot magazine, access to the COPA members website and forums, and eligibility to attend other COPA events and activities (additional fees apply to some activities). Join now by regis-tering at http://www.cirruspilots.org/content/JoinCOPA.aspx.

MEMBER-ONLY BENEFITS & SERVICESCOPA ONLINE FORUMS: One of the most active online forums in general aviation, the COPA forums have hundreds of messages posted each day. It is the ideal place to absorb information or get any question answered.

COPApedia: This online encyclopedia of all things related to owning or operating a Cirrus aircraft is written and edited freely by COPA members. It has hundreds of useful articles to help members avoid re-inventing the wheel or learning about their aircraft the hard way.

SERVICE CENTER FEEDBACK: Read what other members are reporting about specific Cirrus Service Centers, and leave your experiences for others to benefit from.

MAGAZINE ARCHIVES: Past issues of Cirrus Pilot magazine can be downloaded from our website – a treasure-trove of information.

TECHNICAL LIAISON ACTIVITIES: Working behind-the-scenes with aircraft, engine, and avionics suppliers, COPA’s Technical Liaisons regularly forward member issues to vendors and provide members with feedback on critical issues affecting Cirrus aircraft, both on the COPA online forums and in Cirrus Pilot magazine.

REGIONAL FLY-INS: Volunteer regional coordinators regu-larly announce one-day events where COPA members will gather to socialize and meet face-to-face. Often held at attractive locations with special talks, tours, and activities.

ANNUAL MIGRATION: Each year hundreds of Cirrus air craft gather to celebrate their heritage. A weekend of excellent seminars, a vendor trade show, and family friendly socializing awaits. This is a hugely successful and popular event.

CIRRUS PILOT PROFICIENCY PROGRAM (CPPP): The most in-depth, two-day weekend training program available for Cirrus pilots. Scheduled throughout the year in both the United States, Europe and Australia. CPPP offers both ground- only or ground and flight sessions with seasoned certified Cirrus Standardized Instructor Pilots. Many members attend annually as part of their recurrent training.

CRITICAL DECISION MAKING (CDM) SEMINARS: The majority of accidents are the result of a failure in the pilot’s decision making process. These free half-day seminars held throughout the United States and Europe explore real-world situations and help pilots develop effective techniques to become safer decision makers.

All items are subject to change. For more details and updates, go to www.cirruspilots.org

Upcoming Regional EventsFeb. 13-15, 2014 Key West, Fla. Sponsored by SE region

Simonton Court is a charming and romantic B&B right off of Duval Street in the heart of Key West. Rooms book quickly, especially on Valentine’s weekend, and require a three-night stay. Simonton Court will not hold rooms for COPA without your reservation. If there are any still available at this time, they won’t last for long, so book now at http://www.simontoncourt.com/booking.html! Rooms range from $275-$425 per night. Alternatively, you are welcome to book at another hotel and join the group for everything else, which includes dinner Thursday and Saturday nights. For more details, go to http://regions.cirruspilots.org/National.

Feb. 14-17, 2014 Mexico Sponsored by SW region

About a four-hour flight from Tucson, Ariz. or San Antonio, Texas, the trip will begin with two nights in Mazatlan. Staying at Estrella del Mar (www.estrelladelMar.com), a beautiful resort situated on over three miles of pristine beach overlooking the Pacific Ocean. It also features an 18-hole golf course and will offer a special rate for those who would like to play. Next, the group will head to Alamos and spend two nights at Hacienda de los Santos (www.haciendadelossantos.com), one of the most beautiful haciendas in the whole country, where you’ll have the opportunity to partake in a variety of activities. For more information, go to https://sites.google.com/site/copamexico2014. For questions, call Thomas Daniel (650) 279-3429 or email him at [email protected].



Copyright© 2014, Cirrus Pilot. All rights reserved. The act of making a submission for publication is an express warranty that such contribution does not infringe on the rights or copyright of others. Nothing appearing in Cirrus Pilot shall be reproduced or distributed without the express permission of the publisher. Printed in the United States of America.

Articles submitted for publication by members may contain opinions or specific recommendations. Such opinions and recommendations are solely those of the author, and do not necessarily reflect the official viewpoint of COPA. COPA does not endorse any practice in violation of published FAA regulations or the aircraft POH/FOM.

Advertising in Cirrus Pilot does not necessarily imply endorsement. Questions and requests for media kits should be directed to the Advertising Manager.

C I R R U SP I LOT

is the official member publication of the C I R R U S O W N E R S A N D P I L O T S A S S O C I A T I O N

2830 North Rancho Drive, Suite BLas Vegas, NV 89130

www.cirruspi lots.org

C O P A P R E S I D E N T

Andy Niemyer E-mail: [email protected]

Phone: (218) 343-1037

E D I T O R

Kim Blonigen E-mail: [email protected]

A D V E R T I S I N G M A N A G E R John Shoemaker

2779 Aero Park Drive Traverse City, MI 49686 Phone: 1-800-773-7798 Fax: (231) 946-9588

E-mail: [email protected]

A D V E R T I S I N G E X E C U T I V E A S S I S T A N T

Nancy Whitten 1-800-773-7798

E-mail: [email protected]

G R A P H I C D E S I G N Luana Dueweke

P U B L I S H E R

Cirrus Pilot is the official magazine for COPA. ISSN #19315376 (USPS #024-643)

It is published bi-monthly by Cirrus Owners and Pilots Association

2830 North Rancho Drive Suite B, Las Vegas, NV 89130.

POSTMASTER: Send address changes to

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Periodicals postage paid at Las Vegas, NV and additional mailing offices.

M E M B E R S H I P A N D S U B S C R I P T I O N S To join COPA and get a subscription to this

magazine go to www.cirruspilots.org

A D D R E S S C H A N G E S Please edit your address in your Member Profile

at www.cirruspilots.org, or if you are unable, contact the COPA office.

C O V E R P H O T O courtesy of Cirrus Aircraft Corporation

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contentsPresident’s Column Letter from COPA President Andy Niemyer

COPA News – Gil Williamson COPA U.S. Regions and Canadian Provinces merge

Cirrus Perspective – Pat Waddick, President & COO, Cirrus Aircraft

Member Spotlight – Kim Blonigen Maximum Advantage – Mike Forster uses aviation to make the most of his life

Migration 12 – Craig Albright Viva Las Vegas, October 9-12, 2014

Tech Talk – Mike Busch A Little Dab’ll Do Ya… In

A Look at Cirrus Simulator Training Options – Judy Rice

New European Cockpit Weather Solutions – Timm Preusser and Sebastian Golze

Safety Talk – Rick Beach Something is Different with Reduced Cirrus Accident Rates

Medical Musings – Dr. Jerrold Seckler FAA’s Medical Division Changing with the Times

COPA Technical Liaison Activity – Tim Timmerson

Service Center Spotlight

Directory of Authorized Service Centers

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CIRRUS PIL TJANUARY / FEBRUARY 2014 • VOLUME 9, NUMBER 1



President’s ColumnChange and Continuity

A s pilots, we are used to ever-changing conditions both before and during our flights. Weather, aircraft attitude, climbs

and descents, speeds and weights, all are changes we deal with in every bit of the flying we do.

Underlying these dynamic sets of conditions are other factors that stay fixed: The Cirrus aircraft we currently fly has a piston engine that drives a propeller. We have a set of wings; we have CAPS.

The same thing holds true for your association. We have now begun to make some very dynamic changes in COPA, all with the goal of making your organization better-equipped to communicate and effectively serve the membership, as well as the general aviation community. Here are a few that may have caught your eye recently:

COPA 3.0 By now you have experienced the “new” heart of COPA,

our COPA website and forums. Long a feature-rich wealth of shared knowledge, experience, reference data, weather information, blogs, calendar and links to many COPA events, our tech-savvy members knew that a revitalization of the website was long overdue, from both a utility and sustainability point of view. Led by immediate Past President Curt Sanford, as outlined in the last issue of Cirrus Pilot, a great team of our own resident experts worked with our IT provider, Couto Solutions, for a very long time to implement what you now experience.

If you’re still a bit puzzled by the new “look and feel,” let me strongly suggest you sample the easy training videos in our private “COPA2001” YouTube channel at http://goo.gl/ovDliY. These great videos will give you in-depth training and tips to make your on-line experience better.

Cirrus Pilot Goes Digital!It bears repeating often that one of COPA’s greatest strengths

is the membership itself. Your Board and volunteers often get great ideas and concepts from you, the members. One such idea was originally suggested during our Annual Meeting last June at M11 in Mobile, Ala. Member Kevin Sandler asked about the possibility of members being able to read Cirrus Pilot via any of the many on-line magazine applications like Zinio. Our publisher, Village Press, looked at the concept in depth, and we are proud to report that there are two options to view the magazine digitally. If you’d like to view the issue on your computer, go to the COPA website and follow the link, or go directly to the issue at http://digital.turn-page.com/t/96429. If you’d like to view the issue on your iPad, you’ll first need the free MediaWire app, which you can find at http://itunes.apple.com/us/app/mediawire/id463802596. Once the app is downloaded and launched, you can search for Cirrus Pilot in the “Aviation” category and download it. For those who prefer the traditional “look and feel” of the print version, don’t worry, that’s still our primary means of distribution, and will remain so in the foreseeable future.

Straight from the SourceThis issue marks another transition. One of COPA’s earliest

members and volunteers, Marty Weinhous, who has served

COPA as our technical liaison with our core OEMs, has stepped down after many years. In the recent past, Marty was the conduit between Cirrus Aircraft and COPA to ensure that Service Bulletins and other information was made available on the COPA website as they were published. Marty’s wit and insight on the forums is always a joy, and we wish him fair skies and tailwinds in the future.

Marty’s replacement is certainly not unknown to COPA members. Tim Timmerman has been an aeronautical engineer with Cirrus for many years. More recently, he’s also authored the very informative on-line blog, Cirrus Engineering (http://cirrusengineering.blogspot.com), and now is the director of the SR2X program for Cirrus. He’ll be posting the Service Bulletins in the same forum on the website as Marty has, and I hope we’ll continue to see and hear from him at future Migrations as we have in the past!

Migration, Baby!

Speaking of Migrations, you’ll read elsewhere from Migration Chair Craig Albright about the fantastic location for the 2014 COPA Migration 12, fabulous Las Vegas, Nev., home to some of the greatest flying weather in the United States. If you somehow missed it, Las Vegas is also the home of COPA World Headquarters, as well as Nellis Air Force Base and the USAF Flight Demonstration Squadron, the Thunderbirds.

Be sure to set the dates aside, right away, Thursday through Sunday, October 9-12, 2014 for Vegas, baby! (I also understand there a few opportunities available in that area for other activities as well, if one is so inclined to come early or stay later.)

In This Issue:

COPA Aviation Safety Director Rick Beach’s column this issue shows what a dedication to training, safety awareness and tireless emphasis can do for our mishap rate. He shares some good news with us, a lot of which is the result of his many years of tireless dedication to making all of us much more aware of flight safety. Dr. Jerry Seckler takes a look at the improvements and changes in giving your AME more latitude to use their professional judgment in the decision to issue a medical certificate. Mike Busch tells us a tale of an IO-550 engine on a Beech Baron, the same model as powers the SR22, with an unfortunate outcome, and Board Member Timm Preusser, along with Sebastian Gloze, gives an update on the new availability of inflight weather for our European-based Cirrus aircraft. You’ll also read that our regions are busy, busy, busy! See what’s happening all around the COPA community in Board Member Gil Williamson’s regional news update.

As we move into 2014, on behalf of the entire COPA Board, our priceless Administrator Donna Cregar and myself, let me wish everyone a Happy and Safe 2014. I’ll see you at the airport!

Be safe and have fun,

Andy Niemyer



by Gil Williamson

C anadian COPA members were surveyed and voted overwhelmingly to become part of a North American regional configuration that will

be made up of U.S. states and Canadian provinces. The North East Region will now include Ontario, Quebec, Prince Edward Island, Nova Scotia, New Brunswick, Newfoundland and Labrador. The North Central Region will now include Manitoba. The North West Region will include Saskatchewan, Alberta, British Columbia, Yukon and the Northern Territory.

New AppointmentsSince the last issue of Cirrus Pilot there have been several

appointments to the regional teams:

North East rEgioNLt. Governor Robert Apens of Toronto, Ontario and Lt. Governor Edward Hyde of London, Ky.

North CENtral rEgioNLt. Governor Al Waterloo of River Forest, Ill.

south CENtral rEgioNLt. Governor Tom Hunse of Dallas, Texas

south East rEgioNLt. Governor Dr. Bruce Berkowitz of Plantation, Fla., Lt. Governor Dave Zeplowitz of Tampa, Fla. and Web Master Steve Lin of Chapel Hill, N.C.

Upcoming EventsThe Regional Event Teams have been very active

organizing get-togethers since being appointed during mid-2013. From the beginning of September 2013 to yearend, there were over 30 days of events conducted, ranging from one-day CDMs or fly-ins, to multi-day weekend events. The number of opportunities for COPA members to fly, learn, socialize and have fun has increased dramatically. The regional teams are working on a full schedule of events for 2014 as this issue of Cirrus Pilot goes to press. One thing is clear – there will be more opportunities to travel and to fly across borders for COPA pilots. There are some great places to visit that are in the planning process. To give you a glimpse at some of the things in the works, check out just a few samples for the first half of the year.

The South West Region is planning a trip to Mexico in February. It will include a stay at the fabulous Hacienda de los Santos in Alamos, as well as Estrella del Mar in Mazatlan. There will be lots of touring,

COPA NEWS

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COPA U.S. Regions and Canadian Provinces merge to form North America regions



socializing and the itinerary includes flying over Copper Canyon, which is deeper than the Grand Canyon.

The North West Region is working with the Flight Academy of Seattle to lead a COPA trip to Alaska. This trip is being planned for June and will tour the southeast islands, glaciers, and bays from aloft, along with hiking, kayaking, fishing and socializing in the Last Frontier.

The North East Region has two first half of the year cross-border trips in the plans. A trip to Costa Rica

Mazatlan, Mexico.

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in February to Liberia Costa Rica and a stay at fabulous Four Seasons Papagayo Resort. There will be a stop in Belize as well as Key West. In June, a trip is being planned to beautiful Prince Edward Island, the smallest province in Canada. The COPA group will be staying at the Rodd Hotel in Charlottetown. Prince Edward Island offers museums, great shopping, world-class restaurants and some of the best golf in Canada. There will be tours of the countryside, visits to beautiful harbors filled with lobster boats, sampling famous Prince Edward mussels and an option to bicycle through farmland.

One of the advantages of participating with these cross-border trips is if you haven’t visited these areas or flown across this border before, you will have help from experienced COPA pilots to make it all very easy.

For those that don’t have the time or inclination to cross borders, there will be a getaway to what seems like another country – Key West, Fla. – over Valentine’s Day weekend organized by the South East Region. This trip includes three days at the charming and romantic Simonton Court Bed and Breakfast. There are limited rooms at this B & B and those signing up late will have to find another place to stay,

Prince Edward Island.One of the beaches on Key West.


but of course can join the fun. There are tons of things to do in Key West in addition to getting together with COPA friends and socializing.

There will also be the traditional first half COPA special events, including the COPA lunch at Sun ‘n Fun, put on by the South East Region this year, and the Bahamas trip organized again by Joe McMonigle and his team of volunteers.

Additionally, there are a lot of fly-in and fly-out single day events, as well as short overnight get-togethers being planned in all of the regions. These include unique local events, such as the one being planned in March by the South Central Region. In Eunice, La., there is a “Fat Tuesday” event prior to Mardi Gras, known as Courir de Mardi Gras. It is a rural traditional event in southwestern Louisiana where costumed participants ride on horseback or flat bed trucks through the countryside as part of their parade. It is loaded with Cajun music and fantastic food. Courir de Mardi Gras is funky, but fun, and a great excuse to fly and meet fellow COPA members.

Speaking of fantastic food, there will be a number of COPA regional fly-ins that offer a chance to indulge in local culinary specialties, so if you’re a foodie, you’re in luck! There will be standard breakfast or lunch fly-ins on the schedule as well, to give you a chance to do some hangar flying and get together with friends. The North

Central Region is planning an Oshkosh Museum visit and tour, and there will be many fly-ins to other points of aviation interest across North America. There will be opportunities for learning at CDMs, as well as CPPPs, maintenance seminars and get-togethers covering specific aviation subjects, such as iPad® use in the cockpit. As you can see, there are plenty of COPA opportunities to fly, learn, socialize, and have fun in 2014.

To plan your participation, watch your e-mail, check the event forum on the COPA web site for announcements, look at the event section for registration information and by all means visit the regional web portals. Each region has a calendar of events and the events tab will take you to the details. Don’t just look at your region, but check out adjacent regions as well to see what’s going on within flying distance. The regional web portals are dedicated to events, so this is the best place to see what’s being planned. Visit the regional web portals frequently, so you can plan your participation as new items are added.

To get the most out of your airplane and COPA membership, resolve to participate in as many COPA events as your schedule permits in 2014. You will make friends, learn, potentially be a better and safer pilot, and most of all have more fun.

See you at a COPA event near you this year. COPA



Thankful, Grounded, and Looking AheadIf you’re like me, the holidays are a treasured respite – a

great time to reflect, but also to start looking ahead. There is so much to be thankful for this year, both personally and within the Cirrus universe. The new Generation 5 airplanes are a hit, and based on your response, the added utility was long overdue. Our Cirrus family of employees has grown to over 700 with the Jet development in full swing, it’s really cool seeing how the added capability, bright ideas, and passion are making our vision a reality – not to mention seeing future leaders emerge. We are most thankful though for our new and existing friends in the Cirrus owner and pilot community and everyone’s enthusiasm and support!

The KISS Principle – Keep it simple, stupid!I’ve quickly realized that the most challenging part about

writing for Cirrus Pilot is not coming up with content. Quite the opposite really, it’s what to leave for another day, because there is always so much to share. I have to admit that after my first crack at this issue’s installment, I asked Dale to have a read. His immediate response was “It’s great, but …” (oh, no here it comes) “you’re trying to fit in too much information. The most interesting part isn’t the company update, it’s just you talking about your experiences and why they’re relevant to people,” so, I simplified things a bit. We will look forward to a great update on the impressive Jet progress next time!

Walking a mile … I’m often reminded of the quote that life is about the

journey and not the destination. The destination was the final AOPA Summit in Texas, which was great, especially

being able to join a fun evening with the COPA group. The journey home brought some fresh perspectives. Departure was pushed back to early afternoon awaiting an alternator replacement. Perspective #1: Although I’ve had them before, it has been a while. Feeling the pain on this was a good reminder that our job isn’t done on alternator reliability. Wanting to use the time wisely, I was able to take care of my six-month IPC check with Brad, one of our bright young corporate instructors, in another demo plane. One thing caught my attention. Whenever an instructor asked me to “recover” from a simulated IMC unusual attitude, I grabbed the control and recovered. This time, Brad asked me to place the aircraft in an unusual attitude and let him recover. What did he do? Reached up and pressed the blue Level button! That was easy, and absolutely the right reaction response. Perspective #2: Regular checks are so invaluable, especially with new instructors to learn new things – just do it. We were finally headed north with a self-serve fuel stop in Red Oak, Iowa. Rolling out on landing (and I swear it was a decent landing!) … a flat nose tire, at an airport with limited services. Argh! Perspective #3: This was literally the ‘walking a mile’ part and I am so, so sorry to all of you who have had flats. Thankfully, we have some great people in our ASC network, like Classic Aviation of Pella, Iowa – I’m indebted. I am also really glad we are introducing new wheels and brakes with tubeless tires on the 2014 Model Year.

I was lucky to be back in the air that night, but now watchful of the Duluth weather. Wind was 280 degrees gusting 18 knots, and ceilings looked fine for an ILS to 27 or a GPS 3 circle to land 27. After initially loading the approach for 27, I switched to the 03 approach circling

CIRRUS PERSPECTIVE

A full stop landing!


to 27 in order to save time and get out of the ice earlier. Ragged ceilings and visibility were lower than expected upon breaking out a little above minimums in light drizzle and mist. It was clear that a circling visual to 27 was not going to stay “visual.” With generous runway ahead and a quick assessment of my capability and the airplane’s, I wrestled the SR22 to the ground on 03. Reflecting on it, what I should have done is gone back up and vectored to the ILS 27 approach instead of adding risk and being overly focused on getting down and getting home. Perspective #4: I’m sure many of us keep learning this, long days and late-night approaches in weather deserve special consideration and attention for decision making – mine was questionable this time and I learned something.

Shedding light on 2014We are looking forward to a great 2014 with multiple

SF50 jets flying the skies of Duluth, the new model year

SR-series with tubeless tire wheels and brakes and reshaped wing tips featuring LED/Halo lighting, and the continued advancement of the Cirrus Approach learning model. It’s exciting and it only gets better!

We wish you and your families a joyful year ahead. Have fun, keep learning, and share your passion. Safe flying!

Pat Waddick President & COO, Cirrus Aircraft

Reshaped wing tips with LED/Halo lighting are among the enhancements on the 2014 SR-series airplanes.

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M ike Forster became a pilot late in life, but he’s making the most of using his Cirrus for many activities – business-related or otherwise. “Retiring”

as a high-tech executive at the age of 56, he and his wife, Bettye, moved back to their small hometown of Louisville, Miss. It wasn’t long before he found the value in owning and piloting his own airplane. Read on to find out how his journey led him to where he is today with 3,000 total hours.

Cirrus Pilot: Can you give me a summary background of your life – where you were born and raised, if and where you attended college, and what you have done career-wise since then?

Forster: I was born and raised in the small town of Louisville, Miss., and attended engineering school at Mississippi State University, where I earned a BS in electrical engineering in 1964. My first post-college job was with IBM, where I rose from sales representative to vice president of mid-range systems during my 24 years with the company. In 1988, I seized the opportunity to become president and general manager of Prime/Computervision’s international business unit headquartered in Munich, Germany. My wife Bettye, also a native of Louisville, and I lived in Munich for three years in the early 90s, and traveled the entire world from

there, as I had responsibility for the company’s customers in 50 countries.

In 1993, I was recruited to become the CEO and president of MicroDecisionware, Inc., in Boulder, Colo. After two years, I sold the company to Sybase, Inc., and subsequently went to the Bay area of California as its senior vice president of worldwide field operations. In 1998, I “retired” and Bettye and I moved back home to Mississippi.

I remained active as a managing director for the Internet Capital Group and served on a number of high tech-company boards requiring extensive travel. There is no local commercial airport service in Louisville, and after a few months of frustration with commuter airline service an hour away, I chartered a local private plane for ferry service to Atlanta, Dallas or Memphis to tap into commercial flights to Boston, New York, San Francisco and Chicago for my board activities.

Cirrus Pilot: At what point did you decide to get your private’s pilot license? Had you thought about it before?

Forster: When I returned to Mississippi and found myself still traveling extensively, the need to be the master of my own fate became apparent. I had always dreamed of being

MEMbErSpotlIgHt

Maximum AdvantageMike Forster uses aviation to make

the most of his life.by Kim Blonigen

Mike and Bettye taking delivery of their first SR22, N367BM, in 2005.



a pilot, and had dallied with getting my PPL during my career, but there was never enough time to devote to it. When I had the opportunity, I started taking flying lessons, obtained my private license, acquired a Bonanza A36, and subsequently added my instrument rating in 2004 at the age of 62.

Cirrus Pilot: What went into your decision to buy the Bonanza as your first airplane? Did you know you would own your own airplane when you were training to be a pilot?

Forster: I made the decision to be a pilot with the full intent of owning my own plane and having the freedom to travel when and where I needed to be, within the limits of the aircraft. The A36 was owned by a friend of mine who had decided to buy a new Cessna Skylane.

Cirrus Pilot: Why did you decide to buy the Cirrus? Had you been looking at buying another airplane? If so, what other models?

Forster: In 2003, I was called back into full-time action as CEO and chairman of a company owned by the Internet Capital Group. The company was located in Tampa, Fla., about a three-hour flight in the A36. The only reason I was able to take the assignment was the ability to fly down on a Sunday afternoon or Monday morning, do a full week’s worth of business in Tampa, and then be home for the weekends.

After a year or so of this travel, I decided that this much flying (about 250-300 hours a year) demanded something other than a 25-year-old airframe. Being a technology geek of sorts, both Cirrus and Columbia were of interest to me with their composite bodies and all-glass cockpits. I test flew them both, found the Cirrus more “user-friendly” and was impressed with the investment in both sales and support services. The BRS was the clincher for Bettye, and thus was a major factor in purchasing the SR22 in 2005.

Cirrus Pilot: When did you decide to move up to the turbo SR22?

Forster: I am an early position holder of a Vision Jet, so I took advantage of the opportunity to use my deposit to upgrade

Taking photos from Mike’s SR22 while flying the Hudson River Corridor.


to the turbo SR22 in 2009. Part of that deal was that I could retain my delivery position on the Jet. I wanted the speed and altitude capabilities of the Turbo IO-550 engine and have not been disappointed.

Cirrus Pilot: Are you still flying back and forth to Tampa to work?

Forster: No, I engineered the merger of that company with another and went back to my managing director role, serving with the Internet Capital Group for another few years. I “retired” again and now serve as a board member of two private software companies in Winston Salem, N.C. and Chicago, Ill. In addition, I serve as president of our local airport board, an elder at my local church, and work on preserving the historic buildings in our small downtown business area.

Cirrus Pilot: What are typical flights for you besides traveling to various board meetings?

Forster: I routinely fly to Pensacola Beach to inspect property I own

Mike and Bettye “hanging loose” with Luke on the way back to Maui from Lanai.

down there, and I continue to have consulting gigs in Atlanta and Dallas, which are both quite accessible in the Cirrus. Just recently I flew to Dallas, interviewed an executive who met me at the FBO

in Addison, and then returned home in time for nine holes of golf.

Of no less importance is that Bettye and I have two daughters who live in Little Rock, Ark. and Baton Rouge, La. with their families. We have two

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grandchildren in each location, so we are able to participate in special school, church and recreational activities with them. Both cities have great little airports and we can fly there in about an hour and fifteen minutes. It would be a five-to-six-hour drive in an automobile.

Cirrus Pilot: What are some of your most memorable flights?

Mike and his grandson, Jackson, kayaking near Mendenhall Glacier in Alaska.

The view turning downwind for a landing at Kalaupapa airport on the island of Molokai. The old lighthouse on the left is on the historic registry.

Forster: I have to say that flying with Luke Lysen in Hawaii this year is near the top of the list. Bettye and I had a great time cruising island to island in an SR22, covering all of the islands, except Kauai, during two four-hour sessions. But perhaps topping that is the flying I get to do with my seven grandchildren. Each of them has a standing offer that I will fly them anywhere they wish upon graduating from high school, and I have done a trip with four of them so far. We used the Cirrus on all the trips, but with the


first two, it was just for ferry flights to Atlanta to tie in to commercial carriers at Hartsfield. The two most recent trips were chosen by my two grandsons. The older of the two, Jackson, is a real outdoorsman and he flew with me on a trip to Alaska with the Flight Academy team. I think we were the first grandfather/grandson combo to ever make the trip up to Juneau with the Flight Academy.

Jackson’s cousin, Luke, on the other hand, is a bit more cerebral. He wanted to go play chess in Washington Square Park in New York City, see the symphony, and since he’d been studying French since grade school, test his acumen with the language in Montreal. One of the highlights was flying the Hudson River Corridor, but flying in and out of Teterboro airport is an experience in itself. We also stopped over in Bar Harbor, Maine for a lobster roll on our way to Montreal. Luke’s sister, Erin, is next in line and she’s already chosen the Bahamas.

Cirrus Pilot: When did you join COPA and how involved are you with the organization?

Forster: I joined COPA as soon as I bought my first Cirrus in 2005 and have attended three Migrations – those in Duluth, Colorado Springs, and most recently in Mobile. I try to attend a CPPP annually; I use the forums regularly and find them very helpful and informative.

Cirrus Pilot: Since you’ve been a member for a while, what are your thoughts on the organization?

Forster: I think it’s a fine, well-run organization. The new website is desperately needed and, if it lives up to its billing, should be a real asset to us all. I was a member of the American Bonanza Society when I had the A36, so it was natural for me to move on to COPA. The education and skills building associated with the CPPPs and CDMs alone make the organization a worthwhile investment.

Cirrus Pilot: What are your plans for the future with your Cirrus?

Forster: Well at the age of 71, I don’t make a lot of real long-term plans. I even steer away from green bananas these days! But my health is excellent and I keep building those hours – I’m up to 3,000 now, with 2,000 in SR22s and still fly about 200 hours per year. The Jet is still in my future plans, but we will need to see where things stand once deliveries begin. I am considering a Gen5 replacement for my TATI Turbo SR22; I really like the increased payload, the enhanced safety features and the backseat flexibility.

I am an avid golfer and have a goal to play all of the top 50 courses in the United States. Just this year, I flew with a dear friend to Minneapolis, and we played two great U.S. Open courses – Interlachen and Hazeltine. I’m only about halfway to my goal, so that will keep me flying for a while. COPA

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of McCarran International’s Class B airspace. Attendees flying in to Las Vegas via commercial airlines will land at McCarran. As in years past, COPA will provide transportation for members arriving in their own aircraft; commercial travelers can take advantage of the resort’s free shuttle service.

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Migration needs. Although GVR’s “off the strip” location provides a more relaxed atmosphere than the usual Vegas venues, the resort’s shuttle bus service provides free transportation for those wanting to visit casinos on The Strip.

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After a three-year hiatus, Red Bull has resumed racing this year with its World Championship Air Races and one stop will be in Las Vegas over Migration weekend.


arriving on Thursday, October 9th, in time to enjoy the COPA Cabana get-together that evening. Friday and Saturday will be full of daytime activities and evening social events.

While many COPA members will want to head homeward on Sunday, October 12th, some will want to remain to enjoy the world-famous Red Bull Air Race! After a three-year hiatus, Red Bull has resumed racing this year with a World Championship staged in six countries on three continents and it will be in Vegas over Migration weekend! Although we don’t know their schedule yet, we expect the race finals to be held on Sunday, so consider sticking around and see some of the fastest airplanes flown by the hottest pilots on the planet!

More M12 information will be forthcoming, as well as details about registration. For now, be sure to add another entry on to your 2014 calendar – October 9-12 for Migration 12 – Viva Las Vegas! COPA

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Cirrus owners who are regular readers of this column, or of my COPA forum posts, those who have heard me speak at Migration or AirVenture, and especially

those who are clients of my SavvyMx managed-maintenance service, know how reluctant I am to let mechanics pull cylinders unless it’s absolutely unavoidable. The reason I feel that way is because even the slightest error in cylinder installation can have dire consequences. This column describes one such event. Although it doesn’t involve a Cirrus, it involves an IO-550 engine.

What happened to this airplane could easily happen to your Cirrus, although with CAPS, 28-G seats and AmSafe seatbelt airbags, hopefully the ending would be less tragic. Think about this story the next time your service center suggests pulling a jug or, heaven forbid, doing a top overhaul…

On April 19, 2005, a 1966 Beechcraft Debonair was cruising at 8,500 feet on a VFR flight from Van Nuys to San Jose, Calif., when the pilot heard a loud noise and the Continental IO-550 engine started running rough. The pilot checked the oil pressure and oil temperature gauges and found both had normal readings in the green. He throttled back, advised Oakland Center that he was diverting to Paso Robles, and began descending.

Then there was another loud bang from the engine compartment, engine RPM dropped dramatically, and the cockpit started to fill with white smoke. The PIC – a 32-year-old, 500-hour commercial pilot who had recently earned his CFI – throttled back to idle, made a mayday call to Oakland Center, and established an 80-knot glide. The smoke cleared from the cockpit and the pilot determined that he was within gliding distance of Paso Robles Airport.

Just as it seemed like the story might have a happy ending, the Debonair’s left-hand engine cowling door popped open and stayed. The higher drag caused the rate of descent to increase to nearly 1,000 feet per minute. The pilot now realized he wasn’t going to be able to make the airport.

He set up for an off-airport landing in what he thought was a green field about two miles short of the airport. At the last minute he realized that it was a vineyard and his flight path was at a 45-degree angle to the rows. The pilot extended the landing gear in an attempt to mitigate the impact, but the left main gear snagged a grapevine row pole and wires. The aircraft veered left and stopped abruptly.

Both the pilot and his right-seat passenger were wearing lap belts, but the aircraft was not equipped with any upper-body restraints. (Shoulder belts were not offered by Beech when the airplane was built in 1966, and no regulation required that they be retrofitted.) Both pilot and passenger sustained serious injuries when their heads struck the instrument panel. The 44-year-old passenger was knocked unconscious, and his head trauma tragically resulted in permanent brain injury.

The NTSB conducted an investigation into the accident and issued its probable-cause report about a year later. The investigation included a detailed examination of the engine by the Safety Board investigator-in-charge and a technical representative of Teledyne Continental Motors.

A Little Dab’ll Do Ya … InEven a seemingly trivial mistake by a well-intentioned mechanic

can have dire consequences.

by Mike Busch

TECHtAlK

NtSB Investigation

Figure 1: The Debonair made a forced landing in a vineyard two miles short of the Paso Robles airport. The aircraft was not equipped with shoulder harnesses, and the pilot and passenger both sustained serious head injuries.

Figure 2: The NTSB examined the Debonair’s engine and found that the #4 cylinder and piston had departed the engine in flight.


The post-accident engine examination revealed that the #4 cylinder and piston had departed the engine in flight; they were never recovered. The two right-hand cylinder hold-down studs appeared relatively undamaged, but their hold-down nuts had backed off. The four remaining hold-down studs were sheared, and both through-bolts were sheared as well. The #4 connecting rod punctured a three-by-seven-inch hole in the top of the crankcase. The #4 connecting rod, cap and rod bolts and nuts were recovered from inside of the engine cowling, as were most of the sheared-off studs, through-bolts and nuts.

The engine logbook entry for the June 2004 annual inspection conducted 10 months prior to the accident indicated that cylinders 2, 4, 5 and 6 had been removed and replaced with four overhauled cylinders. The engine had subsequently undergone a 100-hour inspection and then a 50-hour oil change. No defects were noted.

The NTSB concluded the obvious:

The National Transportation Safety Board determines the probable cause(s) of this accident to be the separation of the #4 engine cylinder due to improperly torqued cylinder hold-down nuts. A finding in this accident was the lack of a shoulder restraint system in the airplane, which contributed to the occupants’ injuries.

Ah, but the story didn’t end there … not by a long shot. As so often happens these days, it ended up in court. The ensuing litigation revealed that there was a whole lot more to this accident than what the NTSB found.

The brain-injured passenger sued. Defendants included the PIC, the corporation that owned the Debonair, the repair station that maintained it (and performed the cylinder replacement), and engine manufacturer Teledyne Continental Motors. The litigation went on for five years, and culminated in a jury trial in 2010 in California Superior Court.

The lead attorney for the plaintiff was a GA pilot and aircraft owner with enough experience doing owner-assisted annuals on his Grumman American Tiger that he knew his way around a toolbox, maintenance manual, and FAR Part 43. In reviewing the photographs taken during the NTSB’s examination of the engine, the attorney discovered something crucial that the NTSB missed: a number of dabs of light brown sealant on the cylinder deck area of the crankcase where cylinders 2, 4, 5 and 6 were attached. This was literally the “smoking gun” that explained precisely why the #4 cylinder departed the engine in-flight.

The mating surfaces of the crankcase’s cylinder deck and the cylinder’s mounting flange need to be perfectly clean when the cylinder is mounted and its hold-down nuts are torqued up. Any sort of contamination of those surfaces – even a thin coat of paint – is enough to cause the hold-down studs to lose their pre-load and ultimately fail. The presence of even a tiny dab of flexible sealant on the mating surfaces could have disastrous consequences.

the Smoking gun


Any competent A&P mechanic who works on piston aircraft engines knows this, or at least should.

So how the heck did the sealant get on the cylinder deck?

In a videotaped deposition, the young mechanic who had installed the cylinders in June 2004 readily admitted that he had applied a sealant called “Gasket Maker” (TCM part number 646942) to the cylinder base O-rings when he installed the four cylinders. He had installed cylinders on TCM engines on a number of prior occasions and was quite familiar with the process. However, this was the first time he’d ever applied Gasket Maker to the cylinder base O-rings.

The young mechanic also acknowledged that he did not hold an FAA mechanic certificate at the time he did the cylinder work on the accident airplane, although he had earned his A&P subsequently. As an uncertificated apprentice mechanic, he had been working under the supervision of a senior A&P/IA who signed off his work. (The use of uncertified apprentice mechanics is quite common in FAA-certified repair stations, and is explicitly permitted by FAR Part 43.)

Why did the apprentice mechanic decide to use Gasket Maker on the cylinder base O-rings this time, a departure from the procedure he’d been taught and used on previous occasions? The answer to that question was interesting.

It turns out that shortly before the Debonair’s annual commenced, the repair station had hosted an American Bonanza Society service clinic. A TCM technical

Discovery

Figure 3: The “smoking gun” – sealant on the cylinder deck. But how did it get there?




representative was in attendance at the service clinic, and was touting a new TCM product called Gasket Maker as the ultimate solution to preventing and correcting oil leaks in TCM engines. In his deposition, the apprentice mechanic stated that he asked the TCM tech rep where Gasket Maker could be used, and was told “anywhere you have a leak.” Immediately after the service clinic ended, the apprentice mechanic ordered a tube of TCM Gasket Maker for his toolbox and was on the lookout for opportunities to use it.

When it came time to install the four cylinders on the Debonair’s engine, the apprentice mechanic consulted with a senior A&P to determine whether using Gasket Maker on the cylinder base O-rings would be appropriate. The A&P had no familiarity with the TCM Gasket Maker product, so he consulted the section of the TCM IO-550

maintenance manual that listed approved lubricants, sealants and adhesives. In that section, he found a reference to Gasket Maker that listed a number of specific applications, followed by a catch-all item indicating that Gasket Maker was appropriate for use on “all uncoated oil seals.”

The A&P then looked up the cylinder base O-ring in the IO-550 illustrated parts catalog, and found that it was listed there as a “seal.” After some discussion, the apprentice mechanic and the senior A&P agreed that a cylinder base O-ring was indeed an “uncoated oil seal” and therefore the use of Gasket Maker was appropriate.

The apprentice mechanic applied Gasket Maker to the cylinder base O-rings before installing the four cylinders on the Debonair’s engine. When he torqued down the cylinder hold-down nuts, the sealant on the O-rings was extruded onto the mating surfaces of the cylinder base flange and the crankcase cylinder deck. About 150 hours later, the #4 cylinder departed the engine and the Debonair fell out of the sky.

When the case finally came to trial in 2010, the plaintiff’s attorney knew that he had to convince the jury that TCM was at least partially to blame for the accident, because none of the other defendants had any significant assets or insurance. Although the apprentice mechanic clearly

trial and Verdict

Figure 4: The TCM maintenance manual said that Gasket Maker could be used on “all uncoated oil seals.” That turned out to be misleading.


screwed up by using sealant on the cylinder base O-rings, the attorney made sure that the jury understood that the mechanics were trying to do the right thing after consulting the appropriate TCM manuals. The manuals weren’t particularly helpful, stating that Gasket Maker could be used on “all uncoated oil seals.”

The jury might have let TCM off the hook altogether but for one thing: TCM’s expert conceded under cross examination that TCM knew of other incidents where their engines came apart because mechanics had applied Gasket Maker to cylinder base O-rings, yet had not revised its manuals to make it clear that this was not an acceptable use for the product.

In the end, the jury awarded $15 million in damages to the brain-injured plaintiff. They assessed comparative fault to the various defendants as follows: 55% for the repair station that worked on the engine for its inappropriate use of sealant, 35% for TCM because it failed to warn against doing so, and 10% for the PIC because his forced landing in the vineyard left a lot to be desired. However, under California law (as in many other states), each defendant is liable for 100% of the economic damages (e.g., medical expenses, loss of future income), but only for its proportionate share of non-economic damages (e.g., pain and suffering). Since the other defendants had little ability to pay, TCM wound up being on the hook for the lion’s share of the $15 million award.

Aircraft owners need to under-stand that invasive piston engine

takeaways

Figure 5: Here’s what a $15,000,000 dab of Gasket Maker looks like.


maintenance, particularly cylinder removal, is fraught with peril. There are countless little details that have to be done exactly right. Even a seemingly insignificant error or omission can have catastrophic consequences.

Owners also need to understand just how commonplace it is for critical work like this to be performed by young, inexperienced, and often uncertificated mechanics (affectionately known as “nuggets”), even at large FAA-certified repair stations. It takes 30 months of full-time aircraft maintenance experience to earn an A&P certificate. How do you suppose most mechanics obtain that experience so they can qualify to take their A&P exam? By swinging wrenches on airplanes – quite possibly yours. In this case, the apprentice mechanic was actually a bright, thoughtful, conscientious fellow who was really trying to do the right thing. Unfortunately, a little dab of Gasket Maker no larger than a pea brought down the Debonair and seriously injured its two occupants.

Finally, owners need to understand the extent to which the threat of litigation casts a chilling shadow over every person and company involved in building, maintaining and operating aircraft. If you wonder why aircraft, engines and parts are so expensive, consider the cost of product liability that everyone involved in the industry has to bear.

As a result of this lawsuit, Continental added the following warning to its technical publications:

WARNING: Apply Gasket Maker only as directed. The improper use of sealants may cause engine malfunction or failure. Do not apply any form of sealant to the crankcase cylinder deck, chamfer, cylinder mounting flange, cylinder base O-ring, or cylinder fastener threads. The use of RTV, silicone, Gasket Maker or any other sealant on the areas listed above during engine assembly will cause a loss of cylinder deck stud or through-bolt torque. Subsequent loss of cylinder attachment load, loss of main bearing crush and/or fretting of the crankcase parting surfaces will occur. The result will be cylinder separation, main bearing movement, oil starvation and catastrophic engine failure. USE ONLY CLEAN 50 WEIGHT AVIATION ENGINE OIL ON SURFACES LISTED.

Copyright 2014, Michael D. Busch First publication rights granted Cirrus Owners and Pilots Association All other rights reserved by copyrightholder.

About the Author: Mike Busch has been a pilot, aircraft owner and CFI for more than four decades and 7,500 hours. He became increasingly interested in the maintenance aspects of aircraft ownership about 20 years ago, ultimately

earned his A&P/IA, and in 2008 was honored by the FAA as “National Aviation Maintenance Technician of the Year.” Mike is founder and CEO of Savvy Aircraft Maintenance Management, the world’s largest firm providing professional maintenance management for owner-flown aircraft, which presently manages more than seven percent of all Cirrus airplanes in North America and growing five percent per month. In his spare time, Mike is also a prolific aviation writer, teacher, consultant and expert witness. He writes the maintenance column in Cirrus Pilot magazine, and has written many hundreds of technical articles published in American Bonanza Society Magazine, Aviation Safety, AVweb, Cessna Pilots Association Magazine, EAA Sport Aviation, IFR, Light Plane Maintenance, and The Aviation Consumer. In addition, he conducts free maintenance webinars on the first Wednesday of each month. Mike co-founded AVweb in 1995 and served as its editor-in-chief for more than seven years. Questions for Mike Busch may be emailed to [email protected].

Epilogue

COPA



A Look at Cirrus Simulator Training Optionsby Judy Rice, Think Global Flight

W here can a Cirrus pilot find affordable, accessible, and effective training? I found myself

asking these questions while preparing to embark on a flight around the world in a Cirrus airplane. Here are two options that fit my needs; maybe they will work for you as well...

I began my research by going to those that know the airplanes from design to completion, Cirrus Aircraft, to obtain their advice. Director of Flight Operations, Rob Haig, described the company’s approach, “Proficiency was critical,


A Look at Cirrus Simulator Training Optionswhile cost effectiveness was significant when we were looking for a training package for Cirrus pilots. We looked for an environment that would be similar to a flight school. We also needed a training package that could be customized to meet the pilot’s needs, such as flying particular approaches, practicing clearances, or working the avionics.”

Cirrus Aircraft entered a partnership with FlyThisSim. The two companies agreed to develop a training product for the marketplace, offering both Avidyne and Garmin Perspective avionics, with the flight platform running on X-Plane 10.

FlyThisSim (FTS) was founded in 2007 by Eric Paton and Carl Suttle soon after both completed their instrument ratings in an SR20. The two became friends while flying around the local airports, practicing approach procedures and enjoying fine airport cuisine. Eric and Carl both realized

the need for better simulators for more modern aircraft such as the Cirrus, which sparked the beginnings of FTS more than six years ago.

Their goal was to put effective and affordable Technically Advanced Aircraft (TAA) training devices into the hands of pilots, enabling them to become safer and more proficient by practicing emergency and normal procedures, instrument procedures and maintaining instrument currency in their own homes.

What is FlyThisSim’s SimAVIO and how does X-Plane, the world’s most comprehensive and powerful flight simulator for personal computers, fit into all of this? FTS is a software company, not a hardware company, like most other low-cost simulator manufacturers. FlyThisSim started to produce high fidelity software simulations of Avidyne and Garmin flight decks and sold the software as an X-Plane add-on


to both simulator enthusiasts and professional simulator manufacturers. The program operates on standard personal computer equipment.

FlyThisSim’s premier software product, SimAVIO, is both a plug-in and an add-on. It extends X-Plane by providing aircraft-specific simulations of aircraft electrical systems, autopilots, avionics and GPS/Avionics Flight Decks such as the G1000, G500, GNS430, GNS530, Garmin Perspective, Aspen PFD and much more.

In 2011, the FAA approved the FlyThisSim designed “TouchTrainer” flight simulator as the only Basic Aviation Training Device (BATD) approved so far to use touch screens. This enabled FTS to provide TouchTrainers simulating TAA, such as the Cirrus Avidyne and Perspective aircraft, to be made available to pilots as personal simulators.

To learn more about the Touch Trainer use the QR Code (left) or go to http://www.flythissim.com.

(Editor’s Note: Refer to “The TouchTrainer Team” published in the March/April 2013 Cirrus Pilot for additional information on Eric, Carl, and their products.)

Full Motion Simulator OptionPerhaps you are looking for a Cirrus full motion simulator

for recurrent, emergency, long haul or over water training. SimTrain was new to me, but many Cirrus pilots have known about this invaluable training tool since 2004. SimTrain brings the first type-specific, full motion simulator to the Cirrus pilot. I was first introduced to this powerful learning experience by Mike Radomsky, a founding member and President Emeritus of COPA. I recently joined Mike for a week of training in preparation for my upcoming around the world flight, Think Global Flight.

SimTrain simulates either the SR20 or the SR22 with the Avidyne or standard 6-pack instrument displays. The company coordinated closely with Cirrus Aircraft to provide the necessary components to give the simulators accurate

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flight characteristics. I was thoroughly impressed by the realism this system provided when I began the Cirrus Airframe Parachute System (CAPS) deployment scenario. This proved essential in order to develop good decision making in the event of an emergency.

The simulator consists of a cut-away Cirrus cockpit with video screens featuring a panoramic view. The cockpit is mounted on a full motion platform which locks into position for entry and exit across a drawbridge. Mike briefed me on simulator operation and the day’s lesson before assuming his position behind me at the instructor’s console.

The SimTrain’s realistic motion was light-years ahead of the simulators used for training in most flight schools. The motion, combined with the accurate handling characteristics, had me believing I was actually flying an SR22.

Mike provided ground school each day before we entered the sim, as well as a thorough debriefing after each session. Once I was strapped in and ready, he would fail various systems in all phases of flight. I would focus on the failures, run a diagnosis, and respond using the appropriate checklists. One of the beauties for the Cirrus pilot is adding the CAPS deployment scenario. Knowing when to make the decision to pull the CAPS handle and having experienced the correct procedures for pulling has made me a better prepared Cirrus pilot!

During my four days flying at SimTrain, I learned to deal with many emergencies, including full and partial PFD and MFD failures, runaway trim and flap failure, alternator failures, use of backup instruments, prop governor failure, full and partial engine failure, magneto and electrical

Think Global Flight Capt. Judy Rice suited and ready for training at SimTrain.

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failures, oil temperature anomalies, low oil pressure, high cylinder head temperature, cockpit fire, and more. I hope I don’t encounter any of these in real life, but if I do, I am well-prepared.

Like FTS, SimTrain is built on Laminar Research X-Plane flight simulation software, with a worldwide visual and topographical navigation database, which allowed Mike to select the most suitable areas for a realistic training environment.

SimTrain currently has two locations, one at the McCollum Airport (KRYY) in Kennesaw, Ga., just north of Atlanta, and the other at Las Vegas, Nev., at the Flight Academy on North Las Vegas Airport (KVGT). For more information, go to www.simtrain.net or www.theflightacademy.com.

About the Author: Throughout her life, Judy Rice has had a passion for aviation and aerospace technology. This interest and 16 years in formal education eventually brought her into the field of aerospace education. She values the experience gained as a teacher in special education because it gave her a broad knowledge of the learning process. She holds a commercial pilot certificate with an instrument rating, and is an advanced ground instructor with certified flight instructor ratings. She is the owner of a Grumman AA1A Yankee. Her goal is to share her passion for aviation and education by connecting classrooms throughout the world while flying an SR22 during her upcoming Think Global Flight (www.thinkglobalflight.org).

Judy in the SimTrain cockpit ready for training.

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C irrus airplane pilots, like many other Technically Advanced Aircraft (TAA) drivers, seem to have a “weak spot” – weather-related accidents play a

significant role in the total accident statistics. Part of the problem is that the Cirrus is a real travelling machine, allowing us to cover significant distances in a short time. This automatically leads us to sometimes crossing through frontal systems en route. Although the airplane, in most cases, is very capable of doing this, we pilots are not always up to the task. Training is a major issue here, but it is just as important to employ weather avoidance techniques by using in-cockpit displays.

While the XM and ADS-B systems have been available for many years in the United States, in-cockpit weather has become a norm only recently in Europe. Some readers may remember that we published an article about cockpit weather displays in Cirrus Pilot during 2007. At that time, we had flown with satellite weather for years in Europe, but it was a little cumbersome and required some electronics and software knowledge, which not all of us have, or want to have. Since then, a number of very interesting new approaches have been developed. All of them are “out-of-the-box” now, meaning that no specific knowledge is required to make the best use of them. As of today, each and every Cirrus pilot in Europe should have on-board weather. It is available, and you should use it! On-board weather is a very important, safety-critical feature, so please read carefully and learn about your options.

For Cirrus drivers, the following out-of-the-box solutions are available today (all prices plus VAT, if applicable, listed):

1. Avidyne MLX770 for airplanes equipped with Avidyne Entegra MFDs (R9 excluded). Retrofits are available for around € 12.000 installed. (Figure 1 shows a typical display.)

2. Garmin Global Connect GSR56 for airplanes equipped with Cirrus Perspective avionics. Retrofits are available for around € 12.000 installed. (Figure 2 shows a typical display.)

3. ADL110B for Cirrus G2/G3 aircraft with a glove box. The system is available for around € 3.000. This is a “portable” solution and does not require an installation by an avionics shop; you can install it yourself (see Figure 3).

4. ADL110B for Cirrus G1/G2 aircraft without a glove box. Retrofits are available for around € 3.500 because of some small panel work required (see Figure 4).

5. ADL120 for all Cirrus SR2X of any vintage. This system displays on an Apple iPad via WiFi connection, and hides completely under a shelf in the center console. The system is available for around € 2.000 (iPad not

New European Cockpit Weather Solutions

Figure 1: An Avidyne MLX770 for airplanes equipped with Avidyne Entegra MFDs.

by Timm Preusser and Sebastian Golze

Figure 2: Garmin Global Connect for airplanes equipped with Cirrus Perspective.

Figure 3: The ADL110B for Cirrus G2/G3 aircraft with a glove box.


included). This is a “portable” solution and does not require an installation by an avionics shop; you can self-install it (shown in Figures 5 & 6).

6. ADL120 with separate screen mounted by suction cup. Available for all Cirrus SR2X of any model/year. This system displays on a suction cup mounted screen and hides completely under a shelf in the center console. It is available for around € 3.000. This is a “portable” solution and does not require an installation by an avionics shop; you can self-install it (see figure 7).

Figure 4: The ADL110B for Cirrus G1/G2 aircraft without a glove box.

Figures 5 and 6: The ADL120 is available for all Cirrus SR2X models. The receiver (top right) is hidden in the center console, and the data displayed via iPad.

Figure 7: The ADL120 with separate screen mounted by suction cup, for all Cirrus SR2X aircraft of any vintage.

Figure 8: An ADL110B compact receiver and display unit – very small form factor.

All weather systems described above are using a very similar approach to balance between bandwidth requirements and the available weather information. They send a request via satellite to a server, have the server compile your data package, and then receive the requested information from that server. Bandwidth is the key question here. If you request only data along your flight-planned route, with a certain width left and right of your route, your data stream will be much smaller than if you download all available weather information for the entire European Region in one shot. If you are flying from Germany to France, in most cases there is no need to download weather for Spain or the UK for that flight. While you may loose the “big picture” on your display, it is an excellent way to make downloads faster, and less expensive.

Having flown many hours with the above weather displays in different Cirrus airplanes, there is only one word to say: Awesome! Go ahead and get one for your aircraft! Whether you prefer the display on your MFD or go for a less expensive solution with the ADLs, it’s your decision. But do it!


Both of us are available to help you with your decision and through all the technical, legal and installation questions you may have. Shoot us an email: Timm Preusser at [email protected] or Sebastian Golze at [email protected]. Don’t forget to mention that you saw our article in Cirrus Pilot, so that we know what you are referring to.

Fly safely!

About the Authors: Timm Preusser has a PhD in Mechanical Engineering and is a self-employed consultant. He holds ATP privileges and is an EASA- and FAA-rated CFI, CFII, MEI and Platinum CSIP. He has a flight school in Germany, Flight Training Aschaffenburg, where he heads the Cirrus Training Center. Timm serves as the International Director on the COPA Board of Directors, and has 4,000 hours total, including 2,000 in many different Cirrus aircraft. He

and his wife, Gerda, an instrument-rated private pilot, owned an SR20 for 10 years and upgraded to an SR22 R9 in 2011. Timm has researched cockpit weather solutions in Europe since 2000, and has flown with self-designed systems since 2002. His R9 Cirrus now has the ADL110 installed.

Sebastian Golze is from Berlin, Germany, and holds a PhD in computer science. He got his PPL in 2006 and added the instrument rating shortly after. On his first cross-country flight with a C152, he began to miss data link weather functionality. Working on different IT projects, he progressed to more capable airplanes. First a Beech Bonanza and today the all-weather Piper Malibu. Still missing an affordable solution, at the beginning of 2012, he started working full time on the ADL devices. In January 2013, he delivered the first ADL110. His vision is to make data link weather as accessible to European pilots as it already is to U.S. pilots.

Figures 9 and 10: Typical displays – the ADL110 (top) and an ADL120 with the iPad display (bottom).

COPA

Visit www.afit-info.com for more info or call 866-270-8224

“My training experience with AFIt was incredible. I learned so much through this experience that goes beyond preparation for the oral and the flight test. My flight instructor’s professionalism and tenacity to the goal of assuring competence of this student are stellar.”

Daniel J. Culkin MD, FACS University of oklahoma Health Science Center College of Medicine / Urology Edmond, oklahoma 73034

World’s Greatest Aircraft Tow – Built like a Tank!


This column updates accident statistics for the Cirrus community. Although written in mid-November, the results for the past 12 months are quite different than previous years. In fact, several measures improved substantially. COPA members also continue to show up in much fewer accidents than non-member Cirrus pilots.

Cirrus Fatal Accidents Dropped by 59% in FY2013

Recently, a press release from the Experimental Aircraft Association (EAA) proudly trumpeted a significant reduction in the accident rate for experimental aircraft of something like 30% since both the FAA and NTSB had become focused on reducing accidents in experimental and amateur-built aircraft. They used the U.S. government fiscal year of October 1 to September 30.

That prompted a discussion within COPA – have Cirrus accidents rates declined in the same period? It turns out they have. Furthermore, when you occasionally have a really bad period (ours was 2011), a turn-around improvement can look quite good!

Using queries to the NTSB accident database, we can determine the number of fatal accidents in general aviation overall, amateur-built aircraft and Cirrus aircraft. Many, but not all, of the foreign Cirrus accidents appear in the NTSB database. Because a few Cirrus fatal accidents in other countries are not yet in the NTSB database, we supplemented the NTSB numbers with COPA numbers.

The numbers show a significant decline from FY2012 to FY2013 across all three categories; overall general aviation, amateur-built, and Cirrus aircraft. Recall that these are periods from Oct 1 to Sept 30. Consequently, FY2012 includes the horrific period during the fall of 2011 when eight Cirrus fatal accidents happened in just three months, including three in just 24 hours.

When you look at the percentage reduction, the change appears even more dramatic.

SAFETYtAlK

Something is Different with Reduced Cirrus Accident Rates by Rick Beach, COPA Safety Chair

Figure 1: Fatal accidents from Oct 1 to Sept 30 by category. Data from FAA/NTSB and COPA.

Figure 2: The percentage reduction for each category shows the improvement in FY2013 over FY2012.

Reducing the number of Cirrus fatal accidents from 17 to seven in a one-year time period suggests something is different, perhaps a significant improvement in the safety record within the Cirrus community.

Is it real?

Not Just Fatal Accidents Declined, But Fatalities Also Dropped

A different look at the numbers shows that the number of people who have died in Cirrus fatal accidents also dropped

significantly. From our worst period in 2011 when 31 people died, only 12 fatalities have occurred as of mid-November in 2013.

The trend for fatalities over the past three years shows a dramatic improvement and over the past six years shows a general improvement. In 2013, the number of people who died in Cirrus accidents compares to 2007, while the number of aircraft flying in the Cirrus community grew by 60%. As the fleet grew substantially, the number of fatalities has dropped to levels not seen in many years.



Not Just Fatal Accidents Declined, But Also CAPS Saves Increased

A clue to why the fatal accidents may have declined comes from examining the number of CAPS saves. When people survive a CAPS deployment, we call that a CAPS save.

Since the introduction of the SR20 in mid-1999, 80 people have survived 38 CAPS saves with one fatality. When deployed over 1,000 feet above the ground and slower than 200 knots, no one has died.

As with fatalities and the recent one-year improvement in fatal accidents, the number of CAPS saves shows an increasing usage trend. This rise in the usage of CAPS to avoid a fatal accident suggests that more Cirrus pilots have incorporated CAPS into their emergency decision process. Several efforts by COPA and Cirrus Aircraft correlate well with this improvement:

• COPA M9 introduction of “Consider CAPS” in 2011

• Cirrus Training Partner Symposium emphasis on the use of CAPS

Figure 5: For the first year, more people survived a CAPS deployment than died in a Cirrus fatal accident.

Figure 4: Comparison of the number of fatal Cirrus accidents with the number of CAPS saves. In the past two years, more pilots have pulled the CAPS handle than any previous year.

Figure 3: Cirrus fatal accidents by year.


• COPA M10 Safety Keynote and presentation by Dick McGlaughlin of his CAPS deployment in the Bahamas

• Cirrus Aircraft publishing extensive CAPS training resources in 2013

More People Survived with CAPS than Died in Fatal Accidents

Returning to the people in these accidents, more people survived a CAPS deployment in 2013 than died in a fatal Cirrus accident – for the first time.

We Are Not Done YetWhile these reductions in fatal acci-

dents and fatalities provide encourage-ment that our COPA safety messages have a positive effect, still too many people die, families lose loved ones, co-workers and friends lose talented and generous people.

Please consider ways that you can increase your flight safety, and then think of ways to encourage others to do more – join COPA, participate in Cirrus training activities, attend a Critical Decision Making seminar, make better decisions and fly safer.

For more informationAccident reports and information

can be found on the NTSB website by searching for “ntsb aviation database.” Another more global source appears in a wikibase published by AviationSafetyNetwork.

COPA publishes video materials on the YouTube channel copasafety. These include safety keynote talks from past Migrations, video animations that reconstruct accident flights, and occasional safety briefings.

Also, you can follow COPA safety events, resources, and dialogues on Twitter #copasafety.

About the Author: Rick Beach joined COPA in 2001 and bought his Cirrus SR22 because of the community of owners and their focus on safety. He regularly posts online as the COPA de facto “accident historian” and is the co-chair of the Cirrus Pilot Proficiency Program. In his spare time, he works with educational non-profits to improve K-12 math and science education.

COPA


MEDICAL MUSINgS

FAA’s Medical Division Changing with the Times

by Dr. Jerrold Seckler

B ack in the 60s, when I received my first medical, the FAA was quite inflexible in their interpretation of the medical standards. If you had one of the

disqualifying conditions listed in Part 67; that was it. You simply were not eligible for a medical. Other standards were also very strict. Vision requirements for first- and second-class certificates required normal uncorrected vision. Back then, if you wore glasses you needed to get a Statement of Demonstrated Ability (SODA), otherwise known as a waiver, to obtain your medical. Eventually the FAA realized that virtually everyone who wore glasses that corrected to 20/20 qualified for the waiver, so they changed the rules to allow issuance as long as one’s corrected vision met the standard. This saved the FAA from lots of paperwork and it made life easier for pilots.

Over the last 20 years, the FAA has become progressively more flexible in dealing with conditions that previously were disqualifying. As medical science has progressed, the FAA has changed its stance on certification of pilots with many of these “disqualifying” conditions. That led to the special issuance program, whereby pilots could present the FAA with documentation that their condition was stable and they could safely exercise the requirements of pilot in command. This allowed the FAA (NOT the AME) to make an initial determination as to whether a pilot was fit to fly. If a special issuance was approved, it came with an expiration date and a list of what testing needed to be completed in order to renew. Eventually, instead of requiring each renewal to go through the FAA, it delegated the ability to renew to the AME using the AASI (AME Assisted Special Issuance) procedure. Once you had the Special Issuance (SI), you could, in most cases, renew by presenting the AME with the FAA required information stated in the SI Letter.

Just as with vision, it has become more and more obvious to the FAA that most pilots with certain conditions who applied for a Special Issuance received it and that

naturally led to the question of whether the SI process could be streamlined.

A few months ago, the FAA developed the CACI (Conditions the AME Can Issue) program. This program allows the AME to issue a medical certificate at the time of the examination to a pilot with a potentially disqualifying condition without having to first get approval from the FAA.

Currently, the conditions covered by the program are: arthritis, asthma, glaucoma, hepatitis C, hypertension, hypothyroidism, migraine and chronic headaches, pre-diabetes (metabolic syndrome, impaired fasting glucose, insulin resistance, glucose elevation/intolerance), and renal cancer. The FAA has indicated that over the next few months a number of other diagnoses will be added to the program. These include: kidney stones, carotid artery stenosis, colitis and irritable bowel syndrome, colon cancer, bladder cancer, leukemia, and Hodgkin lymphoma. I suspect a number of additional diagnoses will be added in the near future.

What this means is that a pilot with any of the above conditions can go to his or her AME, present information attesting to the stability of the condition and have the AME issue the medical certificate on the spot.

This raises the question of how the pilot is supposed to know what information the AME will need at the time of the visit. The best recommendation for pilots who have any of the conditions named above is to call the AME a month or so before the exam and ask what data he or she will need. Then ask your treating physician to give you the necessary information and bring it to the AME at the time of the exam.

These changes will make it far easier and less stressful for many pilots to obtain their medical certificates. It may also make it slightly more expensive since many AMEs may decide to charge more for CACI assignments because these changes will require them to spend far more time


COPA

evaluating the patient’s information rather than simply forwarding it to the FAA for their consideration. I think being able to get one’s certificate on the spot rather than waiting for an FAA evaluation will be well worth any additional expense.

This program also benefits those pilots who still will need Special Issuances because by eliminating the need for the FAA to review all applications for the conditions

previously listed, it will free up time and personnel to review those conditions still requiring FAA approval. This should result in faster turnaround times, making the Special Issuance procedure faster and more efficient.

While the FAA, like all government bureaucracies, moves slowly, the FAA Medical Division is changing with the times and with the advances in medical knowledge and treatments. The Aeromedical Branch of the FAA is truly committed to making it easier for pilots to obtain and maintain their medical certification.

About the Author: Dr. Jerrold Seckler has recently retired after practicing medicine (urology) for over 40 years and as an active AME for 25 years. He has almost 6,000 total hours, 1,700 of those in his 2001 Cirrus SR22. He is a CFII, former COPA Board Member and a ground instructor at CPPPs.

The items discussed in this column are related to experiences by Dr. Seckler in his many years as an AME, and made hypothetical for the article. Any information given is general in nature and does not constitute medical advice.

If you have a medical question, it can be asked with anonymity on the COPA website (www.cirruspilots.org) under the medical forum.


by Tim TimmersonCOPA Technical Liaison Activity

P araphrases of some of our recent Technical Liaison reports, as posted in the “COPA Tech Liaison Reports” Forum at http://www.cirruspilots.org/ are listed below.

For those who have not been frequenting the COPA web site, the results of Technical Liaison activities are first posted there (and follow in this magazine months later).

Please see the site at http://www.cirruspilots.org/forums/8.aspx for additional details on the items summarized below, including further discussions of some.

Interested persons can easily obtain Cirrus Aircraft’s technical publications. Go to http://www.cirruslink.com/mycirrus/servicepubs.aspx. Under “Publications Search” make your selections and click submit. Then browse to find what you seek.

As of this writing, the “newly appointed” COPA TL is Tim Timmerman.

Below are recent COPA Tech Liaison Reports Forum postings (starting October 25, 2013), prefixed by date, the TL’s initials, and subject line.

10/25/2013, TT, SA13-05 Elevator Hinge Pin Inspection

Effectivity: Cirrus SR20 Serial Numbers 1005 and subsequent; Cirrus SR22 Serial Numbers 0002 and subsequent; Cirrus SR22T Serial Numbers 0001 and subsequent.

Description: Loose hinge pins have been discovered on airplanes that have had the elevator serviced. Inadequate torquing of nuts can cause hinge pins and the outboard elevator to become loose.

An inspection for loose hinge pins should be incorporated into the next scheduled maintenance or annual inspection, whichever occurs first.

If loose hinge pins have caused damage to the outboard elevator hinges, the outboard elevator hinges must be replaced. (Refer to AMM 55-20)

If no damage is present, but elevator hinge pins can be turned by hand, retorque nuts. (Refer to AMM 20-60)


10/25/2013, TT, SA13-07 Continental Motors release of Service Information Directive SID97-4 for Cylinder Bore and Piston Fit Specifications

The following reference material is being provided to inform Cirrus customers of a recently released vendor service information directive. Contact the following vendor for additional information on the referenced service documents and for service center locations:

Continental Motors Inc. Web: http://www.continentalmotors.aero/ Phone: (800) 718-3411

Document: Cylinder Bore and Piston Fit Specifications (http://www.tcmlink.com/pdf2/SID97-4D.pdf)

Compliance: At cylinder repair, replacement or engine major overhaul.

Effectivity: SR20 Serial Numbers 1005 and subsequent; SR22 Serial Numbers 0002 and subsequent; SR22T Serial Numbers 0001 and subsequent.

Description: Continental Motors (CMI) has released a Service Information Directive providing new information regarding cylinder bore dimensions, piston to cylinder clearance specifications, location in cylinder to measure piston ring gaps, and piston diameters.

Warranty: Refer to Continental Motors Critical Service Bulletin SID97-4D for details.

Continental Motors Customer Service Department: (888) 826-5465 for Continental Motors U.S., (251) 438-3411 International callers

10/25/2013, TT, SA13-06 Release of Continental Motors Service Bulletin SB13-4A Aneroid Equipped Fuel Pumps

The following reference material is being provided to inform Cirrus customers of a recently released vendor service document. Contact the following vendor for additional information on the referenced service documents and for service center locations:

Continental Motors Inc. Web: http://www.continentalmotors.aero/ Phone: (800) 718-3411

Document: Aneroid Equipped Fuel Pumps (http://www.tcmlink.com/pdf2/SB13-4A.pdf)

Compliance: Within the next 50 hours of operation or the next time the fuel pump is accessed, whichever occurs first.

Effectivity: SR20 Serial Numbers 1005 and subsequent; SR22T Serial Numbers 0001 and subsequent.

Description: Continental Motors (CMI) is aware of occurrences in which the bellows on aneroid equipped fuel systems are not reacting to differential pressure, causing fuel mixture to run leaner than intended, especially at high power settings. This could lead to reduced service life of the fuel pump.

Warranty: Refer to Continental Motors Critical Service Bulletin SB13-4A for details.

Continental Motors Customer Service Department: (888) 826-5465 for Continental Motors U.S., (251) 438-3411 International callers


10/25/2013, TT, SB2X-95-18 CAPS Rocket Motor Assembly Replacement

Compliance – Mandatory: Accomplish this Service Bulletin at next Cirrus Airframe Parachute System (CAPS) parachute and rocket motor assembly replacement (Refer to AMM 04-00). Compliance time begins upon receipt of this Service Bulletin.

SR20 Serial Numbers 1423 through 1773 without Perspective and SR22 Serial Numbers 0821 through 2380 without Perspective: Concurrent compliance with SB 2X-95-13 (CAPS Strap Inspection And Grommet Installation) is required.

WARNING: This Service Bulletin may only be accomplished by a Cirrus Aircraft trained and authorized parachute system technician. Airframe and Powerplant license alone is not sufficient credentials for performing this Service Bulletin.

Effectivity: SR20 Serial Numbers 1423 and subsequent without Perspective; SR22 Serial Numbers 0821 and subsequent without Perspective.

Purpose: On affected aircraft, modifications are required to install new rocket motor assemblies.

Warranty: Parts and labor costs for this Service Bulletin are at the owner’s expense.


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CIRRUS SERVICE CENTER SPOTLIGHT

CIRRUS TRAINING SPOTLIGHT

Far Western StatesALASKA One Sky Aviation (ANC) / 907-245-1759 / AnchorageCALIFORNIA Sterling Aviation (CCR) / 925-676-2100 / Concord APR Aviation (FAT) / 800-982-8466 / Fresno Sierra Mountain Aviation, Inc. (GOO) / 530-273-5273 / Grass Valley TDL Aero Enterprises (MCE) / 209-722-7300 / Merced Monterey Bay Aviation (MRY) / 831-375-2359 / Monterey Advantage Aviation, Inc. (PAO) / 650-494-6516 / Palo Alto Mather Aviation LLC (HWD) / 510-785-5511 / Hayward Redding Aero (RDD) / 530-224-2300 / Redding Crownair Aviation (MYF) / 858-277-1453 / San Diego Foothill Aircraft Sales & Service (CCB) / 909-985-1977 / Upland American Aircraft Maintenance Inc. (SNA) / 949-852-8420 / Santa Ana Kim Davidson Aviation Inc. (SMO) / 310-391-6293 / Santa Monica Coastal Valley Aiation (SMX) / 805-928-7701 / Santa Maria Top Gun Aviation (SCK) / 209-983-8082 / Stockton Woodland Aviation Inc. (DWA) / 800-442-1333 ext. 3120 / DavisHAWAII Rotor Wing Hawaii Incorporated (HNL) / 808-833-8888 / HonoluluNEVADA Lone Mountain Aviation (VGT) / 702-309-2200 / Las VegasOREGON Flightcraft Inc (PDX) / 503-331-4200 / Portland Jet Center (MFR) / 541-770-5314 / Medford Professional Air (BDN) / 541-383-0019 / BendWASHINGTON Auburn Flight Service (S50) / 253-939-8750 / Auburn Corporate Air Center (BVS) / 360-757-7757 / Burlington

Middle Western StatesARIZONA Airpower (FFZ) / 480-981-5016 / Mesa Landmark Aviation (SDL) / 480-443-7267 / Scottsdale Premier Aviation (TUS) / 800-274-8451 / TucsonCOLORADO Arapahoe Aero (APA) / 303-799-8386 / Englewood Vector Air (48V) / 303-664-0633 / Erie Western Skyways, Inc. (MTJ) / 800-575-9929 / MontroseIDAHO Aero Services, Inc. (S67) / 208-466-0400 / NampaKANSAS Executive Beechcraft, Inc. (IXD) / 913-782-9003 / Olathe Wells Aircraft Inc. (HUT) / 888-496-5545 / HutchinsonMONTANA Glacier Jet Center (GPI) / 406-755-5362 / Kalispell (AD pg 16) Ruby Valley Aviation (7S1) / 406-684-5335 / Twin Bridges NEBRASKA Silverhawk Jet Center (LNK) / 402-475-8600 / LincolnNEW MEXICO Santa Fe Aero Services, LLC (SAF) / 505-795-7900 / Santa FeNORTH DAKOTA Executive Air Taxi Corp. (BIS) / 701-258-5024 / Bismarck GFK Flight Support (GFK) / 701-772-5504 / Grand Forks

OKLAHOMA Sparks Aviation/Autopilots Central (TUL) / 918-836-6418 / Tulsa Tornado Alley Turbo, Inc. (ADH) / 580-332-3510 / Ada (AD pg 30)SOUTH DAKOTA Encore FBO (FSD) / 800-888-1646 / Sioux Falls Quest Aviation (ABR) / 605-225-8008 / AberdeenTEXAS Abilene Aero Incorporated (ABI) / 325-677-2601 / Abilene Aurora Aviation Incorporated (PWG) / 254-848-2345 / McGregor Chuck’s Aircraft LLC (EDC) / 512-610-3111 / Pflugerville Clear Star Aviation (ADS) / 972-267-2376 / Addison Clear Star Aviation (DTO) / 940-320-9596 / Denton Cutter Aviation (SAT) / 210-340-6780 / San Antonio Deer Horn Aviation (MAF) / 432-560-2470 / Midland El Paso Aero Inc. (ELP) / 915-779-3481 / El Paso Houston Aviation (SGR) / 281-494-5800 / Sugar Land Lone Star Aero (SAT) / 210-979-6313 / San Antonio McCreery Aviation Co. Inc. (MFE) / 956-686-1774 / McAllen SouthWest Texas Aviation (HYI) / 800-749-7982 / San MarcosUTAH Above View LLC (SGU) / 435-688-8009 / St. George Million Air Salt Lake City (SLC) / 801-359-2085 / Salt Lake CityWYOMING Choice Aviation (COD) / 307-587-9262 / Cody

North Central / Great Lakes StatesILLINOIS Byerly Aviation (PIA) / 309-697-5500 / Peoria Travel Express Aviation Maintenance Inc. (DPA) / 630-584-2677 / West ChicagoINDIANA Tri State Aero Incorporated (EVV) / 812-426-1221 / Evansville Montgomery Aviation (TYQ) / 317-769-4487 / Zionsville Aircraft Specialists Inc. (JVY) / 812-246-4696 / SellersburgIOWA Classic Aviation Inc. (PEA) / 641-628-9393 / Pella (AD pg 17) Eastern Iowa Avionics (CID) / 319-846-3600 / Cedar Rapids Jet Air Incorporated (IOW) / 319-248-1200 / Iowa City Jetsun Aviation Centre (SUX) / 712-258-6563 / Sioux City MICHIGAN Aviation Center, Inc. (ARB) / 734-662-6806 / Ann Arbor Executive Air Transport (MKG) / 231-798-2126 / Muskegon Kalamazoo Aircraft (AZO) / 269-381-0790 / Kalamazoo Lapeer Aviation, Inc. (D95) / 810-664-6966 / LapeerMINNESOTA Monaco Air Duluth (DLH) / 218-727-2911 / Duluth Modern Avionics (FCM) / 952-941-2783 / Eden Prairie Quality Aviation Incorporated (FBL) / 507-332-0140 / Fairbault Twin Cities Aviation (ANE) / 763-784-9165 / BlaineMISSOURI Executive Beechcraft (SUS) / 636-532-4800 / Chesterfield Wells Aircraft, Inc (OJC) / 888-496-5545 / Kansas CityWISCONSIN Jet Air, Corp. (GRB) / 920-497-4900 / Green Bay AirWorthy Aviation LLC (SBM) / 920-627-3545 / Sheboygan Fall Wisconsin Aviation Inc. (MSN) / 608-268-5003 / Madison (AD pg 27) Wisconsin Aviation Inc. (RYV) / 920-261-4567 / Watertown (AD pg 27)

Northeast StatesKENTUCKY Mustang Aviation (LEX) / 859-255-1902 / Lexington AvTech (FGX) / 606-742-2084 / MaysvilleMAINE Columbia Air Services (BHB) / 207-667-5534 / Trenton (AD pg 20)

MARYLAND AvDyne AeroServices LLC (BWI) / 410-859-3917 / Baltimore Landmark Aviation Frederick (FDK) / 301-662-8156 / Frederick Royal Aircraft Services (HGR) / 301-791-3642 / HagerstownMASSACHUSETTS FlightLevel Aviation (OWD) / 781-769-8680 / Norwood (AD pg 13) Mass Aviation Services (ORH) / 508-363-0691 / WorcesterNEW HAMPSHIRE Infinity Aviation Services (ASH) / 603-598-4526 / NashuaNEW JERSEY Paragon Aircraft Service, Inc. (CDW) / 973-575-0364 / Fairfield Ronson Aviation (TTN) / 609-771-9500 / Trenton

Cirrus Authorized Service Centers


NEW YORK Boshart Enterprises & Aircraft Services (GVQ) / 585-344-1749 / Batavia Empire Flight Academy (FRG) / 631-777-5030 / Farmingdale North East Aero (MGJ) / 845-457-1184 / Montgomery Landmark Aviation (SYR) / 315-455-5957 / Syracuse Performance Flight (HPN) / 914-397-1444 / West HarrisonOHIO Ohio State University Airport (OSU) / 800-777-5488 / Columbus (AD pg 53) Commander Aero Inc. (MGY) / 937-885-5580 / Miamisburg FlightLogix LLC (LUK) / 513-321-1200 / Cincinnati G Force Aviation Incorporated (CAK) / 330-499-9790 / North CantonPENNSYLVANIA AirQuest Aviation (BTP) / 724-586-6023 / Butler MTT Aviation Services, Inc. (JST) / 814-361-3500 / Johnstown Advanced Aircraft Services, LP (LNS) / 717-735-5179 / Lititz Lancaster Avionics Inc. (LNS) / 717-569-1953 / Lititz Avionics onlyVERMONT Heritage Flight (BTV) / 802-863-3626 / South BurlingtonVIRGINIA Virginia Aviation (LYH) / 434-237-8420 / Lynchburg Dominion Aviation Services, Inc. (FCI) / 804-271-7793 / Richmond Leading Edge Aviation Services (HEF) / 813-695-0131 / Manassas Million Air – Richmond (RIC) / 804-222-3700 / Richmond

South Eastern StatesALABAMA Teledyne Mattituck Services (4R4) / 251-990-5080 / Fairhope Montgomery Aviation Corporation (MGM) / 334-288-4540 / Montgomery ARKANSAS Central Flying Service (LIT) / 501-375-3245 / Little RockFLORIDA Emerald Coast Aviation (DTS) / 850-837-6135 / Destin Platinum Aviation Service (FXE) / 954-771-1288 / Ft. Lauderdale University Air Center (GNV) / 352-335-4681 / Gainesville Advanced Aircraft Center (TMB) / 305-259-8291 / Miami Naples Air Center Incorporated (APF) / 239-643-5798 / Naples Air Orlando Aviation Incorporated (ORL) / 407-896-0721 / Orlando CE Avionics (SFB) / 407-323-0200 / Sanford Southeast Aero Services Inc. (SGJ) / 800-692-2091 / St. Augustine Flightline Group Incorporated (TLH) / 850-574-4444 / Tallahassee (AD pg 9) East Coast Aviation Services Inc. (SUA) / 772-781-0610 / Stuart Leading Edge Aviation Services Inc. (VDF) / 813-626-1515, ext. 227 / TampaGEORGIA Epps Aircraft Service Inc. (PDK) / 770-458-9851, ext. 268 / Atlanta Augusta Aviation, Inc. (DNL) / 706-733-8970 / Augusta DLK Aviation Incorporated (RYY) / 770-427-4954 / Kennesaw Lowe Aviation Company (MCN) / 478-788-3491 / MaconLOUISIANA Monroe Air Center (MLU) / 318-387-0222 / Monroe Butler Aviation Inc. (HUM) / 985-851-5737 / HoumaNORTH CAROLINA Premair Aviation Services (CLT) / 704-359-5230 / Charlotte Air Care Incorporated (RWI) / 252-977-1717 / Elm City FlyCarolina Aviation (EQY) / 704-283-6350 / Monroe TAC Air (RDU) / 919-840-4400 / RaleighSOUTH CAROLINA Precision Air (MNI) / 803-478-4764 / Manning Interstate Turbine (CHS) / 843-554-9191 / North Charleston Eagle Aviation (CAE) / 803-822-5555 / West Columbia Douglas Duncan Aviation (GMU) / 864-350-0613 / Greenville Exec Air LLC (HXD) / 843-681-4705 / Hilton HeadTENNESSEE Corporate Flight Management Inc. (MQY) / 615-459-8883 / Smyrna Horizon Avionics (TYS) / 865-980-7858 / Alcoa Total Air Group (KMEM) / 901-396-9707/ Memphis

Outside The USAAUSTRALIA Aero Service Pty Ltd (PPF) / (61) 08 8250-2000 / Adelaide Air Gold Coast Pty Ltd (YBCG) / (61) 07 5536-2822 / Gold Coast, QLD Central Airlines Ltd (EMD) / (61) 07 49 875566 / Emerald, QLD Cirrus Aircraft Maintenance (BAF) / (61) 07 3272-9055 / Archerfield, QLD Blue Demon Aviation (MMB) / (61) 03 9587 1502 / Mentone, VICTORIA Regalair Pty Ltd (YSBK) / (61) 02 9796 3425 / Sydney Premiair Aviation Maintenance Pty Ltd (JAD) / (61) 08 9414 1105 / JandakotBRAZIL Aeromecanica Ltda ME (SBBI) / (55) 41 3888 3240 / Curitiba America do Sul Servicos Aeronauticos LTDS (SDCO) / (55) 15 3223 5203 / Sao Paulo Jet Avionics (SBJD) / (55) 115589 8877 / Sao Paulo Quick Manutencao de Aeronaves (SBGO) / (55) 62 8132 9823 / Goiania

CANADA Mustang Maintenance (YBA) / 403-286-1129 / Calgary, AB Foster Aircraft Maintenance (YXD) / 780-455-4944 / Edmonton, ALBERTA Professional Aircraft Maintenance (ZBB) / 604-952-4631 / Delta, BC Kitchener Aero (YKF) / 519-648-2921 / Breslau, ONTARIO Avionics only Tri City Aero (YKF) / 519-648-2044 / Breslau, ONTARIO Air Partners (YKZ) / 905-513-0354 / Markham, ONTARIO Aero Teknic (YHU) / 450-676-6299 / St. Hubert, QUEBEC Azimuth AeroMaintenance (YQB) / 418-266-3116 / QUEBECCHANNEL ISLANDS Aircraft Servicing Guernsey Ltd. (EGJB) / (1481) 265750 / GuernseyCHILE Aerocardal Ltda (SCEL) / (56) 2 3777400 / Pudaheul-Santiago, RMCHINA Jinggong General Aviation Co. Ltd. / (86) 10 81182067 / Beijing Zhuhai Cirrus Business Aviation Center (ZUH) / (86) 13 702772018 / ZhuhaiCZECH REPUBLIC OK Aircraft sro (LKPM) / (420) 724.568.853 / PribramDENMARK Air Alpha Maintenance A/S (EKOD) / (45) 6595 5454 / Odense DOMINICAN REPUBLIC Cirrus North Caribbean (MDJB) / (809) 227-6262 / Santa DomingoFRANCE Airwest Assistance (LFJR) / (33) 241 933 375 / Marce Cirrus France Maintenance (LFPP) / (33) 0 3 44 60 69 55 / ErmenonvilleGERMANY Beechcraft Sales & Service (EDMA) / (49) 821 7003 100 / Augsburg Roder Prazision GmbH (EDFE) / (49) 6103 4002-247 / Egelsbach Cirrus Deutschland Maintenance Gmbh & Co (EDAZ) / (49) 33731 706440 / SchonhagenGREECE Greek Air Aviation Services Ltd. (LGMG) / (30) 210 6020609 / AtticaGUATEMALA Aerotecnica (GUA) / (502) 2331 0708 / Guatemala CityHUNGARY Hungarian Aircraft Technology & Service (LHFM) / (36) 99544108 / FertoszentmiklosIRELAND Usher Aviation Ireland Ltd (EISG) / (353) 0719128293 / SligoITALY Cirrus Italy (LI17) / (39) 339 405 3312 / Ozzano EmiliaJAPAN Academic Corporate Body Hirtagakuen (RJOY) / (81) 72 993 8178 / Osaka JORDAN Ayla Aviation Academy (OJAQ) / (962) 3 206 4777/ AqabaKOREA Cirrus Aviation Korea (RKSS) / (82) 2 3443 3261 / SeoulLUXEMBOURG G.A. Maintenance S.A. (LUX) / (00) 352 420 530 / LuxembourgMEXICO Transpais Aero Company (MMAN) / (81) 8319 7930 / Apodaca, NLNETHERLANDS Cirrus Europe Maintenance/General Enterprises b.v. (EHGG) / (31) 5030 96060 / EeldeNEW ZEALAND Vincent Aviation Limited (NZWN) / (64) 4 920 9654 / WellingtonPANAMA Heli Lat SA (PAC) / (507) 315 0350 / Panama CityPOLAND WZL2 SA (PBY) / (485) 23628601 / Bydgoszcz, Jujawsko Pomorskie PUERTO RICO Caribbean Aircraft Maintenance (SIG) / (787) 722-7122 / San JuanSOUTH AFRICA CDC Aviation Pty (HLA) / (27) 11 701 3835 / LanseriaSPAIN Cirrus Spain (LEMT) / (34) 662 152 875 / Madrid Heliswiss Iberica, S.A. (LELL) / (34) 902 104504 / Sabadell, BarcelonaSWITZERLAND Air Service Basel GmbH (LFSB) / (41) 61 567 3700 / Basel RUAG Switzerland Ltd (LSZL) / (41) 91 745 3388 / GordolaTHAILAND Royal Airport Services Co. Ltd (DMK) / (66) 2 504 3839 40 / BangkokTURKEY Cirrus Turkey (LTBA) / (9) 0 212 465 4866 / IstanbulUK Britten Norman Service / (44) 0 8708 815060 / Isle of Wight GAMA Engineering Ltd. (EGTF) / (44) 0 1276 857888 / Surrey Multiflight, Ltd. (LBA) / (44) 113 238 7100 / West Yorkshire RGV Aviation Limited (EGBJ) / (44) 1452 855501 / Cheltenham Silverstar Maintenance Services (EGNH) / (44) 0 1253 341010 / LancashireVENEZUELA Tecnicos Aereos Cimaut (SVCS) / (58) 239 225 75 55 / Charallave

Cirrus Authorized Service Centers



Advertiser IndexAero Tect ........................................ 23Aero-Tow LLC ................................. 43AFIT ................................................ 43Aircraft Specialties Services ............ 31Aircraft Spruce & Specialty Col ....... 8AirFleet Capital ................................ 38Audio Authority Corp ...................... 31Aviation Resources ......................... 8CAIG ............................................... 11 Cirrus Aircraft, Inc ............. Cover 2, 33CirrusPartsStore.com ...................... 49Classic Aviation ............................... 17Columbia Air Services, Inc. ............. 20 Continental Motors, Inc. .................. 2 COPA .............................................. 36Eclipse .................................... Cover 4Flight-Resource LLC ....................... 38Flightlevel Norwood LLC ................. 13Flightline Group, Inc. ....................... 9Fly This Sim ..................................... 27Glacier Jet Center ........................... 16Innovative Flight Training ................. 53Lancair ............................................ 32LightHawk ....................................... 45NationAir Aviation Insurance ..... 28, 29NBAA .............................................. 21Niagara Air Parts, Inc. ..................... 26Ohio State University Airport ........... 53P & C Aviation ................................. 17Pacific Air Center ............................ 22Pacific Continental Engines, Inc. ...... 56Paul Bowen ............................... 50, 52Pilatus Business Aircraft Ltd. .......... 7 Plane Power .................................... 46Plane Transformations ..................... 24Precise Flight .................................. 22Quality Aircraft Accessories ............ 39R C Avionics ................................... 39RAM Aircraft LP ...................... Cover 3Reiff Preheat Systems ..................... 19Savvy Aircraft Maintenance Mgt. .... 53Schweiss Doors .............................. 56Simtrain LLC ................................... 51Sky Tec Partners Ltd ...................... 47Socata Aircraft ................................ 15 Sportsmans Market ........................ 52Steel Aviation .................................. 26Survival Products ............................ 56Tamarack Aerospace Group ........... 10TAS Aircraft Sales ........................... 5 Tempest Marketing Plus .................. 23The Flight Academy ........................ 16Tornado Alley Turbo, Inc.................. 30Travers and Associates ................... 37 Turton Enterprises ........................... 49VAC-Veterans Airlift Command ....... 40Wisconsin Aviation .......................... 27

Phone: (954) 966-7329 FAX: (954) 966-3584 5614 SW 25 St., hollywood, FL 33023 Web: www.survivalproductsinc.com emAiL: [email protected]

mAde in USA

$1370 $1785

Four generations of building Continental & Lycoming engines

• Continental and lycoming engine overhaul and repair

• on-site NDt service

• on-site engine balancing and final test

• Cylinder overhaul and repair

• tCM and Bendix fuel system oHC & repair

• Magneto and accessory oHC & repair

• Comprehensive warranty with further pro-rate to tBo

• located on KWHp

Io-360-ES oHC EXCHANgE $26,968.00 Io-550-N-oHC-EXCHANgE $28,949.60

“Cirrus owners mention this ad and receive special pricing on Continental

factory engines and components”

Pacific Continental Engines, Inc.FAA Repair Station tZ3R885l

10500 Airpark Way, Bldg M10, pacoima, Ca 91331 Fax 818-899-5300 www.pCEonline.com

phone: 818-899-5200

Advertising Questions?

Call John

Shoemaker

800773-7798



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The Official Magazine of the Cirrus Owners & Pilots Association

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