-

Representing Malibu, Mirage, Meridian and JetProp Owners and Pfiots Worldwide
 VISIT OUR WEBSITE
http://www.powerpacspoilers.com
I
For a free detailed informati fl9
package tailored to the Piper Malibu, please call:
1-800-544-0169 F- 453)858-6281
*. *
 Editor

4 FROM
PHOTOS MMOPA'SKC ENRICHMENT
SEMINAR (512) 264-8026 .
Jeff Schweitzer
Fax (512) 264-8025
5 FROM THE FLIGHT LEVELS - MARKSWATBK Sand all puMisMng inquides,
7 FROM L - JEFF Scxwmzm
THE E D ~ R I ADBSK manuscripts and photos to the EdHor,
who Is mspnsible for lhe initial review
11 MALIBUTRMAQ~LA-LBSTWKYLE of all wbmiaskwm and content
13 NOTES PROM MaMOPA HEADQUARTERS Publisher
- Russ CAAUWE, DIRBC~~R The Jemar Company@
MALIBu A ~ A I N ~ ~ A N C-EKEVINMEAD Post Office Box 460
Valdosta, Georgia 31603
P A 4 NTSB REFORTS Shipping address:
THEIDEAL MALIBu REV IS^ - DAVID 3488 North Valdosta Road / Ste 200

A NEWZEALAND FLYING ADVENTURE

COATS
- DICKPERSCHAU .
Valdosta, Georgia 31602
(912) 244-1568 Fax (912) 244-2604
email: JemOps Q worldnet.att.net
MMIG46 MEETINGIN Essw, GERMANY - MARY BRYANT
CI3Et2K-h - h h B E R S ' COMMENTS Officers & Directors
MALIBu TO THE NORTHWEST - ERNEST IOOU Mark Swatek
ADVBRTIS~G RATES Prasident & Board Member
(262)248-8304 Fax: (262) 2488352
CALENDAR Rkhard Bynum
TRAINING UPDATE Vice PresidenUeesurer & Board Member
Mona Rathmei
Secn,tary & Baerd Member
Davkl Coats
lmmediete Past President & Board Member
J a m Yankaskas
Board Member
AERo O N E JmPRop
PAGE20 PAGEI7 Executive Director
AIRLIFELINE LESTERKYL.E's AIRCRWC TRAINING
PAGE45 PAGE52 Russ Caauwe WMOPA
AS1 / MODERN AERO NEWPIPER AIRCRAFT,INc P. 0. Box 1288
PAGE36 PAGE 9 Green Valley, AZ 85622
NORCOM (520) 399-1121 Fax (520) 648-3823
AVANTEXT, hc. Headquarters email: mmopaOuswest.net
PAGE46 PAGE44
O H Pom AVUTION web sits: httpJhww.mmopa.com
AVIAnoN sALes/Dwvlka
PAGE25
PAGE2@27 Pm*Wm INSURANCE Convention Coordinator
AmnoN TRAINING MANAGEMENT PAGEI4
PAGE48 PILATUS
Busm~ssAIRCRAFT LIMITED
AvQmsr INSURANCE SERVICE PAGE37
PAGE36 P u s m a CORPORATION
BRUCE'S CUSTOM COVERS PAGE30
PAGE18 PROFESSIONAL INSURANCE MANAGEMENT
CLASSIFIEDADVERTISING INSIDE BACKCOVER
PAGE54 SCOPE LMG The comments, articles, stories, letters
COLUMBUAIRCRAFT SALES and information uontalnedinthis maga-
PAGE10 dm are the personal opinions of the
CORPOIUTE
MEARCH, ~ ~ ~ A T I O N A L writer8 and are not - and are not to be
PAGE8 SIcITEa, INc.
PAGE2&n9
-
construedto be otrlciai policy or corn-
mentaty of the MaJibrrMirage Owners
DEBMOMES~ Y M SGERVICE SOCATA AIR-, INc.
PAGE53 and Pilot. Assodation.
PAGE12
EcLm3E pTErtNAnoNAL, INC. Neither the AssocklHon nor its directors,
SmlLERS, INc.
PAGE50 I ~ FROM E COVER o f f k m nor the publisher ghre any oflichi
FLIGHTSAFETY INTERNATIONAL. V I ~ ENGINES
R sanction to any articles, s t o h , letters or
PAGE22 PAGEI5 informationcontained hedn.
IMAGE AIR VK AIRCRAFT, INc.
PAGE51 PAGE34/35
OF HlSNER AIRCRAFT AND IT IS THE RE-
SPONSIBIUMOFTHEPILOT-INCOMMAND
OF ITS *WERTISERS. PLEASE USE THEIR SERVICES WHENEVER POSSIBLE AND
TO OPERATE THAT ARCRAFT IN COMPLE
ANCE WITH THAT AIRCRAFT'S PILOT'S
TELL THEM YOU SAW THEIR AD IN THE ~ M I B ~ I M G~ EW N E . OPERATING HANDBOOK AND OTHER
OFFICIAL MANUALS AND DIRECTIVES.
 The Kansas City (Olathe, KS) for 2000. However, if you do NOT wish
"Enrichment" Seminar has been com- to be disappointedby a full class, sign up
pleted. Sixteen Malibu, Mirage, and now with Russ Caauwe, MMOPA
JetProp pilots attended the two day Executive Director, for either of the
course empowered and enthusiastic seminars. Already, we have a handful of
about what they learned in the classroom attendees signed up for both Fall
and in the airplane. A special "Thank seminars. The word is out; these are
You" goes out to ALL our attendees, fantastic seminars that help you, the PA-
and to our instructors, Art mior (AOPA 46 pilot, be more proficient and fly safer!
Air Safety Foundation), our ground
instructor, and Roy Bolling, Tom 10th Annual MMOPA Convention
Deutsch, John Mariani, and Bob Sickle, Baltimore, Maryland
our PA46 flight instructors.
The dates are fast approaching for
Mark Swatek The seminar attendees were split into the MMOPA 10th Annual Convention
President and Board Member two groups, the first group of eight being held at the Martin State w o r t
attendees received flight training on and the Renaissance Hotel on the Inner
Mark Swatek is one of the original M-MOPA Saturday, while the other eight attendees Harbor in Baltimore, Maryland. Mark
Board members who met in Atlanta, Georgia, went through Weather Strategies and your calendar for Wednesday,September
in April 1991,to begin the formation of the Weather Tactics in the classroom. The 20, through Sunday, September24,2000,
Association. Since that time, he has been the following day, the attendees switched for this very special Millennium event!
Association's Secretary-Treasurerand their "classrooms". This allowed for Scheduled to appear at the convention
Chairman of the Safety and Training
Committee. small groups to ask excellent questions, will be one of the first customer
discuss past experiences, and go through completed Piper Meridians, the VK
Mark began flying at 14 and received his private in-depth decision-making processes! Turbine Conversion to the PA46 using
pilot license on his 17th birthday. He now has the Walter turbine engine, and a host of
over 2,900 hours total time, with over 1,100 An important "Thank You" goes to surprise "winged" attendees. SkyTech,
hours in his 1987 Malibu, 801DC, the 1992 our host Piper Distributor, Kansas City Inc. will be our host Piper distributor for
"Queenof the Fleet"winner. Previously, the Aviation Center for their hospitality and this year's event, with educational
Corbin Baby Ace, fixed gear Skylane, and their financial contribution for our programs and show exhibitors which
Turbo Skylane RG were the "aircraftof choice"
seminar. Without KCAC's support, the will surpasslast year's accomplishments!
for Mark, until the "right"Malibu came on the
market in 1990. Foundation could not continuethesevital So, please plan now to attend this once in
membership programs. a Millennium convention. Convention
He and his wife - Phoebe, and son - Kevin, packets are being sent now. Call
reside in Lake Geneva, Wisconsin. As a The final two "Enrichment" seminars MMOPA for additional hotel and
member of M*MOPA, you're invited to E-mail are now set. The East Coast location will convention registration information.
Mark at [email protected] with any be Monday and Tuesday, September 18-
thoughts or questions that you have about 19,2000, in Baltimore, Maryland, at the Help Wanted: Knowledgeable PA-46
safety, training, or questions about the Martin State Airport, and the Hilton Owners, Pilots and Mechanics
Association. Fly Safely! I Garden Hotel. This seminar is just prior
to the 10thAnnual MMOPA Convention, Recently, Russ Caauwe, our Exec,
and to the pre-convention tour on was out of town on a "special" R&R
Wednesday, September 20th. The West mission with his wife in San Diego. As
Coast location will be held the first or President, I filled in on answering email
second weekend of November at the and voice mail questions from pros-
Deer Valley Auport in Phoenix, Arizona. pective owners, very new owners, and
Dates and hotel accommodationswill be new owners of PA46 aircraft. Today,
finalized shortly. Watch the MMOPA there's a lot of soul-searching going on
website and special mailings for out there by pilots looking forthe "right"
information on these two final seminars Continued on Page 6
From the Flight Levels - Continued from Page 5 airplane. How much actual experience
do they have on your type of PA-46?
PA-46 and the "right" person or Remember, keeping good mechanics is
persons to take good care of the getting tougher for these servicefacilities,
Malibu, Mirage, Meridian, or JetProp. so check to be certain that YOUR
Mr. Caauwe fields many of these same mechanic is still there, and if you like
phone calls on a monthly basis, and as their work, request that he or she is the
we talk about the questions you call or person who handles your airplane.
send us, a number of points come out
in our responses to you. Occasionally, get a second
opinion. Every two to four years, I have
Owning aPA-46 is NOTacheap another PA-46 experienced service
investment. Get a thorough pre-purchase facility I have checked out, do my annual
inspection from a knowledgeable, or 100 hour inspection. It's like getting
experienced PA-46 mechanic. That a second opinion from another doctor
mechanic needs to have previously when you're sick. They may find
worked on a number of the "type" of PA- something your first doctor (mechanic)
46 aircraft you are purchasing, whether might have missed. We're all human
it's a 1984-1985 Malibu with a Gar- and miss things.
Kenyon gear system, or a 1986-1988
Malibu with a Parker-Hannifin gear Finding the "right" mechanic
system, or a 1989 through 1999 Mirage. or service facility for your airplane may
Each of these "vintage" PA-46 aircraft be a few states away. You'll still spend
are different, and requires a special more money and time in going back to
knowledge about the particular aircraft. fix a nagging problem with a "limited-
experience" mechanic or service facility
Pay Now or Pay Later. Every who can't find the problem, than going
PA-46 will have some squawks during to the "right" person and paying the
your first year of ownership. You're extra in airline fares to leave the airplane
better off to get those items fixed right in the hands of someone who has the
away, roll it into your capital payment, knowledge and experience.
and pay it off over the term of your note,
rather than wait until the next annual or Read, research, ask questions,
when it becomes too big of a nuisance or become an active member of MMOPA,
safety issue. especially on the website. Many of our
members have had similar questions and
Take your time finding the are willing to give their experiences and
"right" airplane. I looked and researched advice.
the Malibu market for I8 months before
I found the right one for me, and I still However, only YOU can make
found $3,000 worth of problems during the final decision, right or wrong on the
the pre-purchaseeven though the airplane purchase, repair, or sale of the airplane.
was serviced at a Piper Service Center. Please don't ask Russ or me to help you
on that decision. We've already done
Keep emotion out of the process that exercise for ourselves.
as much as possible. Yes, that's easier
said than done. However, talking with I believe if you use these few
the experienced mechanic and a few suggestions in your deliberations, you
long-time PA-46 pilots who have that will make a more educated and informed
particular year-model airplane will help. decision on your PA-46 aircraft.

Researchthe servicefacility and I look forward to seeing each and

the mechanics you will be using for your every one of you at the convention in
oil change, your 100 hour inspection, Baltimore for our MMOPA "Millennium
and your annual. Meet the mechanic or Bash", so, until then, Fly Safe!
mechanics who will be working on your
 xcellence is an elusive prey, but often worthy of the difficult chase. Sy Weiner has
demonstrated that clearly in his long tenure as the founder and editor of this magazine.
Having contributed well beyond his call to duty, Sy announced in the Spring 2000 issue that
he will be moving on to other challenges. Trying to fill the large pair of shoes Sy left behind is
probably foolhardy, but I have thrown caution to the wind and now find myself editor of this
magazine. Fortunately, Paul Neuda will continue to publish our journal, and we are thankful for
his experience and expertise.

The Fall issue will reflect a few changes which build on the fine work done to date. We will be
introducing exciting new graphics as well as new and refined content. The MMOPA magazine is the
perfect vehicle to strengthen cohesion in the organization. As editor, I hope to continually improve the
quality of the publication to serve the diverse needs of our members. I also strive to attract new
members with useful and entertaining content. Our magazine should be so educational, entertaining,
and attractive, that no Malibu or Mirage owner could be without it.

As always, the magazine will continue to focus exclusively on issues of concern to MMOPA
members. I encourage any member with an idea for future articles to contact me. Be prepared to put
pen to paper, or keyboard to screen. Safe operation of our aircraft will be the underlying foundation
for all editorial decisions. At the same time, our aircraft are fun to fly, and the magazine will reflect
both the utility and pleasure derived from flying the Malibu, Mirage, and Meridian, and their
derivatives.

I look forward to serving you and MMOPA.

J e f Schweitzer

Jeff and his wife, Sally, live in Austin, Texas, on Lake Travis, where boating provides an occasional distraction from
flying. Jeff is creeping up on 1,500 total time, with much of that in twins. Prior to owning a Mirage, he took advantage of
being a renter by flying Cessnas (152,172,182 and the twin T303), Beeches (Bonanza V35, A36 and Baron 58),and Pipers
(Seminole, Senecas 11, Ill and IV). He prefers his 1996 Mirage. Jeff chronicles many of his flying adventures in leading
aviation journals, including Flying, Private Pilot, Plane 8 Pilot, and IFR Magazine. He also writes more sedate articles on
weather and safety in those same magazines.

Jeff holds a Doctorate in Neurophysiologyfrom Scripps Institution of Oceanography, where he specialized in the nervous
, system of sharks. Being surrounded daily by sharks prepared him for his work at the White House as the Associate Director
for International Science and Technology, where he worked for four years in the Bush and Clinton administrations. More
recently, he and his wife own a consulting business providing regulatory advice to the pharmaceutical industry.

.
M;dibu-MirageMagazine Summsr2000 Page 7
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1 a

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 Raw power. Sleek styling. The most advanced avionics suite in its class. These are just some of what sets the
Piper Malibu Mirage apart from all the rest. Don't even try to compare it to the competition - there is none.
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dual GARMIN International GNS-430 flight management systems, and S-TECs System 55 fully integrated
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delivers improved, efficient descents without sacrif~cingengine power. Piper's commitment to worldwide
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For the name of your authorized dealer call (561) 567 4361. ext. 2400,
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2926 Piper Drive, Vero Beach, FL 32960 USA.
ice your participatingdralrrjordetails.
L
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www.colurnbiaairservices.com, e-mail: [email protected]

.
MalibuMrage Magazine Summer2000 P a p 10
 1. Nothing changed here. It is still
in the forward baggage compartment.
2. A 250-amp generator with a
70-amp backup generatorand, as a last
resort, 4 (or) 2 batteries, dependingon ~ ~ U O I S!M 1 e q ~
the date of the conversion. '1003 ~ O Usaop 31 3nq 'uo ~auop~puo3
q a q uml uaq 'uo loieuralp 6qpuels
3. The early conversionshad four aq) aheq no6 'dn i n l s 1alJV '6
batteries under seats 3 and 4; later
models, two batteries were under seats
5 and 6. iaun
uo loielaua8 a q %uy%uuqalojaq ' m s
4. Book calls out 151 gallons, l a p z pue 1 sauaueq q o q DO pasn aq
although I have pat 161 gallons Jowuralp 6qpws ayl p p q s 6 q '8~
aboard.
5. When the batteiies are not at
full charge, or if you forgot to turn
igniters on first. (Be careful here.)
6. Immediately bring condition i ~ ~ ~ s
lever to full back and continue to run
% q n p smmo ~1 uo auqpal ahoqe
starter motor to remove fuel from the
asp pyder a op no6 plnoqs .9
combustion chamber.
7. HT "low" light comes on
followedby fuel pump "hi" until tank
is refilled, then both lightsextinguish.
8. It puts a slower charge back
into batteries,so the generatordoes not
zap them too hard causingexcess heat.
9. The AC will not come on line
unless the generatoris on. (Not found
in POH.)
10. Not any different than before.
Pull CB, airspeed below 90, gear
selector as appropriate,pull red knob
and fishtail or longitude gyrations as
necessary.
11. Only the airspeed indicator.
We must stay below redline, which, .ue!PuaPI ayl
by the time you read this, may be 01 Lldde Lew suogsanb awos 'rahaMoy
extended by about 15 Knots IAS. :x7a d o w a r a q 103 aq IIIM m d s w
.ixau aq Lew no6 'IF l a p fslowada
doldoqm~,a q ~ oa jx d s aIug e ah!% s,)al
'slaA9 aul8ua uols~dno6 I@ '80
...YOU'RENOT LIKE ALL THE REST
As you climb into the cockpit you can feel it.
TBM700 This is the fastest sinde turbo-prop in the
-
world* the TBM 700. Its cutting-* technology responds to your
every command. This is a pilot's airplane and it will give you every
ounce of performanceyou demand.
Back in the cabin, lwlyrules. leanbod<insupple leatherseats to s m r
the luxurious surroundings. Ywr guests wiU appmhte its degant wood
and detailed trimmings. The wry finest in W i n g comfort.
As a businessmanyou appreciate its economy and flexibility but as
..
an aviator. it's TBM7oo's speed that mwes you. A tmique, power-
-
ful, flying experience unlike any other.
Maybe that's why it suits you so wd...
Certified as per FAR part 23 Amdt 1 through

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F~urc~-Pno~~:33149346969-F15(:3314934697l
E-MAIL :INFO @ SOCATA.COM
 W e continue to get good sug- Homes, Inc. in Albuquerque. He owns a holds ASEL, ASES, and AHEL ratings.
gestions from members for ways to 1995 Mirage. Recommended by Phil Wood. Thanks,
improve the web site. I think everyone Phil, and welcome Edward.
would agree, we can be proud of our Michael Herman
on-line presence. All suggestions are San Diego, CA 92106 Joel Chudy
being forwarded to the team at Omaha, NE
Acrosonic for consideration. Michael is an experienced pilot with
over 14,000 hours and a wide variety of Joel is a Real Estate Developer in
Memberships really picked up this ratings. He is currently buying a Malibu Omaha. He is currently looking at
quarter. We are again very close to for conversion to a JetProp. purchasing a Malibu, and by the time
600 members worldwide. With that in you read this, he probably will have
mind, let's welcome our most recent Ross Schibler done so.
members. San Mateo, CA
Ralph M. Scrimager
Jeff Dinklage Ross is currentlylooking for aMalibu. N558RS
N887JD Perhaps by the time you read this, he will Mesa, AZ 85205
Wisner, NE have found one. Welcome to MMOPA
Ross. Ralph is a Commercial,Instrument
Jeff is an old friend of mine. . . went rated pilot with over 1,700 hours and
to high school with his mother! Jeff has Randy Soule 1,550 in type. He is President and
ordered a new 2000Mirage. He is moving Nl88SR Owner of a book printing and binding
up from a Bonanza. I'm sure he will put Reno, NV company. He is also President and
the Mirage to good use in his Agri- Owner of Universal Business Insur-
Business. Congratulations, Jeff! Randy is an Electrician Contractor. ance Company.
He has a 1989 Malibu.
William H. Edwards, Jr. Paul B. Stefaniak
W122WD P. Michael Brown Plano, TX
Alexandria, VA 22314 Chattanooga, TN
Paul is currently a Bonanza BE36
William owns a 1997 Mirage. He Michael currently owns a Bonanza driver, but is buying a PA46. He is a
has over 600 hours and is working on an BE36. He is a partner in an investment controller for Erilsson, Inc. of Plano.
Instrument rating. He is President of a firm in Chattanooga. He holds a Private
corporation involved in transportation. license with an Instrumentrating and has William J. Midon
over 700 hours. Concord, MA
Richard W. Fuller
N666AS Edward A. Vetter William. is Chairman and CEO of
Albuquerque, N M Santa Clara, CA Intervest International, Ltd. He holds a
Private license and Instrument rating.
Richard is OwnerlPresidentof Fuller Edward is a 1,400 hour pilot. He Continued on Page 14
Notes Fnxn Hea&uarters - Continued fiwn Page 13 He has over 2,300 hours and holds Gary Aker
Private, AEL and MEL ratings. N350WF
Eric Roehl Plymouth, IN
N9OER Paul Kreth
Northbrook, IL Edmond, OK 73013 Gary is Owner of Aker Plastics Co. in
Plymouth, Indiana. He has a Mirage and
Eric is the Manager at TeleCheck in Paul is Owner and operator of a holds SEL and Instrument ratings.
Northbrook. He has a Mirage and holds Restaurant in Oklahoma. He holds a
a Commercial ticket. Private licensewith an Instrument rating. Jim Kjeldgaard
Fremont, NE
Richard Strauss Gerry Obrien
Avon, CT C-GFMM Jim owns Fremont Aviation, and
Gloucester, Ontario this is where I had all of my own
Richard, with over 3000 hours, holds MalibuIMirage maintenance done for
Commercial/ATF,Instrument,MEL and Geny holds a Commercial license the last five or six years. If you are in
Seaplane ratings. He is in Aviation with an Instrument rating. He has over need of Malibu repairs or service . . .
Insurance/Financing. His company is 900 hours. it's a great place to go! Welcome to
NORCOM insurance. the MMOPA, Jim.
Bud King
N9167M Lewis Martin
Ken Higginbotham St. Louis, MO N167MA
. N345MM Bloomington, IL
Mesa, AZ Bud is a financial advisor with Paine
Webber. He owns a 1987 Malibu. He Lewis is self-employed. He has a
Ken is CEO and President of 5 & has over 850hours and holds Commercial Mirage and holds a Private license with
Diner Restaurants. He has a 1990Mirage. and Instrument ratings. Instrument and Multi-engine ratings.
Continued on Page 16

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MalibuMirage Magazine . Surnrner2OW - Page 14

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Notes ~ r r x Hemkpartets
n - Conb'nued frwn page I4 Kelly Stoddard over 550 hours and holds an Instrument
N4177P rating. His instructor is Sue Critz, who
Robert (Bob) Goris Atlanta, GA also recently joined the organization.
Spicer, MN
Kelly is Owner of Microcell Roger Sippl
Bob works in the field of financial Communications, and holds ATP, N301DM
services. He is a 9,800 hour Private, MEL and HS-125 ratings. He has Woodside, CA
Instrument rated pilot. logged over 2,300 hours of flying time.
Roger is an 800 hour Instrumentrated
Roger Drinkel Jack Eggspuehler pilot, and owns a Malibu. He lists his
N595PM Dublin, OH occupation as Venture Capitalist.
Sandillon, France
Jack is PresidentlConsultant for Steven Santo
Roger is President of Market, SA. Aerosafe, Inc. He has over 18,000hours N8lSM
He is having a Mirage converted to a with the following ratings: ATP (MEL), Wayne, NJ
Jetprop. He was recommended by Commercial (SELlMELlSES/Rotor/
Richard Bynum. Glider), CFIIIMEI. Wow! Steven is an Attorney and owns a
Mirage. He has 1,000hours and holds a
David Pentecost Michael Sahm Private license with an Instrumentrating.
N146MS N4165N
'hlsa, OK New Braunfels, TX A1 Saki
N228LL
David is anExecutive with American Michael is President of Sahm Tool & Burbank, CA
Digital. He has over 2,000 hours and is Carbide, Inc. He is a 1,525 hour pilot
Instrument rated. with Commercial, SELIMEL ratings. A1 is an Engineer and VP in Radio1
TV Broadcasting. He has a 1994 Mirage
Ross Zoll Steve Schuster and was referred by Lester Kyle. Thanks,
N124CC N4757S Lester, and welcome Al!
Woodbridge, CT Depoe Bay, OR

Ross is an Anesthesiologist. He has Steve is taking delivery of a PA-46

over 2,200 hours and owns a 3 10Malibu. turboprop in September. He is currently
flying a Mooney Bravo.
Sue Critz
N205AP Robert Philpott
El Paso, TX 79925 N4BP
Encino, CA
Sue is a Flight Instructor in El Paso.
She has Commercial,ASEL, AMELand Robert is a CPAIBusiness Manager
IA ratings, and has logged over 1,850 withphilpott,Bills &Stoll, Inc. inEncino.
hours. He has over 800 hours.

Bob Mannigel Derrick IngdJohn Norris

San Diego, CA Christchurch, Dorset
England
Bobis an AirplaneSalesExecutivewith
Southern California Piper in San Diego. These new members are Piper
Distributors in England. Welcome to
Lindsey Hahn our organization, gentlemen!
N46PT
Indianapolis, IN Angel Peralta
N205AP
Lindsey is CEO of Metro Plastics El Paso, TX
Technologies. He has a Mirage and over
1,800hours with SEL,Instrumentratings. Mr. Peralta owns a Mirage. He has

MalibuMrage Magazine .SommerZWO . Page 16

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MalbwMiirage Magazine . .
Summer2000 Page 18
 Kevin is an IA who has specialized in MalibuIMiragemaintenancefor 14 of his
20 years in general aviation. He is a licensed private pilot with a multi-engine
rating. Kevin recentlyformed his own business, Mead Aircraft Services, which
he runs from asmall farm in Inman, Kansas. He will continue to provide support
for the MalibuIMiragefleet in the U.S. and abroad.

The Buyer's Inspection Never let an airplane's recent Part to "inspect" the airplane you are
135 designation or recent annual considering: your brother-in-law who
Over the course of my career, I've inspection substitute for a buyer's has a similar airplane,your mechanically
seen more confusion, anger, hard inspection. Advertising a plane with "a inclined brother, your pilot friend or
feelings, and law suits result from the fresh annual" is a popular sales anyone else who doesn't have an A&P
buyer's inspection than from any other technique, but in many cases it is license.
maintenance related service. Lack of essentially meaningless to a buyer. I'm
communication between buyer, seller, sorry to say that many airplanes are What To Ask For From
and inspector is almost always the pushed through an annual that amounts A Buyer's Inspection
problem. In this article I'd like to pass to little more than a "sign-off' for the
on to potential buyers my suggestions same reasons I gave in the previous When a buyer is disappointed by a
for choosing an inspector, refining paragraph. As for Part 135 designation, buyer's inspection, it is usually because
inspection expectations, and com- the same warning applies. Any mechanic he expected more than he got. It is
municating those expectations to all will tell you that some of the scariest important to remember that a buyer's
parties involved. airplanes out there have a Part 135 inspection is not an annual inspection.
designation. This fundamental misunderstandinghas
Choosing An Inspector caused many legal advisors to recom-
Look for an inspector who is mend to inspectorsthat the term "buyer's
As far as I am concerned,the cardinal thoroughly familiar with the model inspection" not be used at all because
rule for choosing an inspector is: don't airplane you are considering. A the word "inspection" has come to be so
let the fox guard the chicken house! If mechanic or shop may be quite com- closely associated with the annual
the airplane in question is being offered petent at maintaining your Bonanza but inspection.
by a company with both a sales depart- completely unqualified to assess the
ment and a maintenance department, Mirage you are considering. Their The purpose of a buyer's inspection
you should insist on having a buyer's experience should also be recent. I is not to find everything that is wrong
inspection performed by a disinterested worked on many King Airs and with an airplane, and even a very
party. The harder the salesperson tries Bonanzas 10years ago, but would never thorough one will never catch everything
to talk you out of taking the airplane perform a buyer's inspection on one that will come up later in an annual. In
elsewhere for an inspection, the more today. They are not fresh enough in my my opinion, one important goal of a
you should insist on doing it. memory, and I no longer have access to buyer's inspection is to ensure, to the
the service information I would need to extent possible, that an airplane is as
Remember, although a seller may evaluate their condition. Ask the shop advertised.
not withhold known problems or or mechanic how many of the model in
maintenance issues from you, they have question they have worked on in the past I've noticed that almost every
no incentive to dig up more problems year or two. Then, ask for the names of airplane I look at is brought to me with
with a thorough inspection. And, even a few of the owners as references. If an assurance that it is up-to-date on AD
if their shop is full of competent, honest they can't come up with any names, you Notes and Service Bulletins, has no
mechanics, that shop is always subor- might lookelsewhere. Owners' associa- history of damage or major repair, has
dinate to the sales department, which is tions areexcellent places to find referrals. had a fresh annual, and my favorite - is
the primary profit generator for any in perfect working order. More than
company. In fact, many companieshave My last suggestion for choosing an half the time, it turns out not to be
maintenance facilitieswhose only reason inspector is to tactfully say, "No thanks",
Continued on Page 21
for existence is to support sales. when any of the following people offer

MahbuMrage Magazine . SummerXXN . Page 19

 America's Superstore for Aviation Insurance
Aero Insurance, Inc., one of the leading aviation insurance bro-
kers in the nation has taken your aviation insurance needs to a
new dimension for service. Through AeroOne, the Malibu,
Mirage, Meridian and JetProp insurance buyer has industry-wide
market access.
AeroOne is supported by all of the top rated insurance compa-
nies to provide a first class policy, first class service, and timely
p o k y receipt for MMOPA. All of this and the most competitive
rates in the industry to reflect MMOPA's dedication to the high-
est quality and standards for its membership.

Aero Insurance, Inc. is the Insurance Program Manager for the

MALIBU/MIRAGE OWNERS AND PILOTS ASSOCIATION
Contact Mona S. Rathmel
1-888-634-0888 Fax: 972-980.4090
[email protected] PO Box 397, Addison, TX 75001
A n Aviation Insurance Program Especially For

MMOPA

MaIibuMirage Magazine Summer2M)O . Page 20

Malibu Maintenance - Continued from Page 19 buyer's inspection will vary from any additional requests. This approach
inspector to inspector, which brings me may seem excessive to some, but I find
completely true. This is one reason I to the next section. that it helps eliminate any mis-
insist on previewing the logbooks a understandingabout what the inspection
couple of days before an airplanearrives Communication includes and helps buyers refine their
for a pre-buy. Another reason is to expectations. No one goes away feeling
ascertain that all the logbooks are Before I perform a buyer's inspection misled.
actually there. (Missing logs seriously I always provide the buyer with a
devalue any airplane.) This gives me a complete list of everything the inspection Next, I provide the buyer with a
chance to point out any major dis- will include. I have anine page document complete report of my findings. The
crepancies to the buyer. with the following headings: buyer then has concrete issues to discuss
with the seller. I've seen buyers armed
Other information I glean from 1) Mandatory replacements, ins- with specific information bargain
logbooks and pass on to the buyer is the pections and certifications thousands of dollars off the asking price
airplane's "time" status. It is important 2) Recommended overhauls and of an airplane, more than compensating
to know the aircraft total time and the replacements themselves for the cost of the inspection.
engineand propeller time sinceoverhaul. 3) Presence of required paper- Specific information can also help
Do not rely on the seller to remember work and placards release a potential buyer from an
these figures accurately. Knowing the 4) Interior furnishing agreement to purchase an airplane if the
time before recommended overhauls are 5) Performance runs and func- sale was contingent on the findings of
due is critical. It is disappointing to buy tional checks of equipment and systems the buyer's inspection.
an airplane and find out that the propeller 6) Engine and propeller
is due for recommended overhaul 7) Instrument panel An impartial buyer's inspection is
immediately. 8) Landing gear one of the best protections you can have
9) Gear retraction checks against disappointment with your
Another goal is to evaluate the 10) Wings, flaps, ailerons airplane purchase. Don't let a salesper-
airplane's general condition. This article 11) Empennage son persuade you to accept incomplete
is not the place to list everything I look 12) Fuselage information or prevent you from
at during a buyer's inspection, but to researching your potential purchase
assess general condition, I consider the Under each heading, I list everything fully. Make your expectations clear and
following: I will look at. At the end of the document, stick with them.
I have a section where the customer lists
Does the airplane have the
required paperwork, such as the air-
worthiness certificate, the flight manual
including 337s, current weight and
balance figures and equipment list?
Is everythingthe equipment list
and parts manual says should be there,
actually there?
Is there airframe corrosion or
unreported damage? (Hail damage is
often overlooked.) Does everything
work?
Functional checks should be
performed, including a flight check, if
possible.
Is all equipment (hand rnicro-
phones, radios, tow bars, etc.) present?
Have obvious alterations or
repairs been noted in logbooks?

Beyond this, it is difficult to spell out

what exactly is meant by general
condition. The items looked at during a

. -
MalibuMirageMagazine Swnmer20aO Page 21
 Rise t o t h e CHALLENGE.

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and maintaining proficiency in your MalibuIMirage. and perfected in the simulator with complete realism
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 NTSB Identification: LAXOOFA208 normal. These two witnesses also observed a shallow
Accident occurred MAY-28-00 at Hawthorne, CA climb-out angle as the airplane flew over the west
Aircraft: Piper PA-46-310P boundary fence.
Registration: N567YV
Injuries: 3 Fatal The ground witnesses located near the impact site
were uniform in their description of the airplane
On May 28,2000, at 1159 hours Pacific daylight time, beginning a steep left turn between 114 and 112-mile
a Piper PA-46-3 10P, N567W, collided with the ground from the runway's end. The bank angle was variously
in a shopping mall parking lot while maneuvering to estimated by the different witnesses as 45 degrees or
return to the runway during the takeoff initial climb from greater. The turn did not stop after 90 degrees like most
the Hawthorne, California, airport. The airplane, owned other airplanes departing the airport, but continued
and operated by the pilot under 14 CFR Part 91, was around until the nose suddenly dropped and it entered
destroyed in the collision sequence and postcrash fire. a spiraling descent to ground impact in the shopping
The private pilot and two passengers sustained fatal mall parking lot. The majority of these witnesses
injuries. Visual meteorological conditions prevailed for stated that they heard "sputtering" or "popping" noises
the personal flight and no flight plan was filed. coming from the airplane.

The flight was originating at the time of the Fueling facility records at the Hawthorne airport
occurrence as a cross-country flight to Las Vegas, revealed that the airplane was fueled at 1130 with the
Nevada. According to the air-ground communications addition of 120.2 gallons of 100LL aviation gasoline.
recording at the Hawthorne Federal Aviation Other airplanes fueled before and after the accident
Administration Contract Tower (FCT), the airplane airplane completed flights without difficulty.
was issued a takeoff clearance on runway 25 with a left Examination of the thermally destroyed wreckage
downwind departure at 1158. No distress calls were disclosed that the actuators for the landing gear were in
recorded on the local or ground control frequencies. the down position. The flap actuator was found
positioned at approximately 7 degrees. The main cabin
The accident sequence was heard and observed by entry door locking mechanism was in the closed
witnesses both on the airport and in the vicinity of the position, and all pins and hooks were in their extended1
crash site. The airport witnesses, who knew the pilot closed position. The fuel selector was in the off detent.
and the airplane, hold various pilot certificates and
were on the ramp at different locations around the
airport. All described the engine sounds during the NTSB Identification: NYCOOLA066
takeoff as abnormal in various degrees. One witness Accident occurred JAN-11-00 at Bradford, PA
said that while the sound was "different" than he had Aircraft: Piper PA-46-310P
heard coming from this airplane before, it was not Registration: N9103N
unusual enough to make him stop polishing his airplane. Injuries: 4 Uninjured

When the witness did look at the departure end of On January 1 1, 1999, about 0715 Eastern Standard
the runway, he observed that the airplane's climb-out Time, a Piper PA-46-3 1OP, N9103N, was substantially
angle was "much shallower" than he had ever seen this damaged during takeoff from Bradford Regional
airplane climb before, and he believed the takeoff Airport (BFD), Bradford, Pennsylvania. The
ground roll had been longer than usual. Two other certificated commercial pilot and three passengers
witnesses said the engine sounded "like a radial engine" were not injured. Instrument meteorological conditions
and both believed that the power output was lower than Continued on Page 24

MalibMirage Magazine . Summer2000 Page23

NTSB Reports - Continued from Page 23 According to the pilot, the airplane was level at 27,000
feet, and he was deviating around weather near Coming
prevailed, and an instrument flight rules flight plan was when he heard a "muffled thump" from the engine. He
filed for the personal flight destined for Concord Regional observed a "loss of power (torque Olng 20%)". He moved
Airport, Concord, North Carolina. The flight was the condition lever aft, turned the iginitor ON, and moved
conducted under 14 CFR Part 91. the condition lever forward to attempt a re-start.

The pilot stated that when he arrived at the airport, The engine didnot re-start, and the pilot then attempted
there was a light snowfall. He applied anti-ice to the boot an electric re-start which was also unsuccessful. The
areas of the wings before starting the engine. As he taxied airplane then lost electrical power. A forced landing was
to Runway 23, the snowfall increased. executed to a field where the airplane came to rest upright,
1.5 miles southeast of the Corning Municipal Airport,
The pilot initiated a takeoff roll and rotated, but the Coming, Arkansas.
airplane ascended a few feet, ". . . then stalled back onto
the runway." It overran the runway, and the right wing An FAA inspector examined the airplane and stated
struck a mound of dirt. The right wing separated from the that the left main landing gear separated from the airplane,
airplane and caught fire. The left wing struck a fence post, and the left wing, including the spar, was structurally
and the airplane came to rest approximately 320 feet damaged.
beyond the fence post. The pilot added that he did not
notice snow on the wings. However, two of the passengers
later told him that during the takeoff roll, snow was flying NTSB Identification: LAXOOLA117
off the outboard sections of the wings but adhered to the Accident occurred MAR-05-00 at Palo Alto, CA
inboard sections of the wings. Aircraft: Piper PA-46
Registration: N43412
Examination of the wreckage by a Federal Aviation Injuries: 1 Uninjured
Administration Inspector did not reveal any pre-impact
mechanical malfunctions, nor did the pilot report any. The On March 5,2000, at 1227 hours Pacific standard time,
reported weather at BFD, at 0708 was: wind from 260 a Piper PA-46, N43412, collided with terrain short of
degrees at 6 knots; visibility 1.25 statute miles; light runway 30 at Palo Alto, California. The airplane, owned
snow; mist; ceiling 700 feet overcast; temperature 34 and operated by the pilot, sustained substantial damage.
degrees Fahrenheit; dewpoint 30 degrees; altimeter 29.40 The airline transport pilot and his passenger were not
inches of Hg. injured. No flight plan was filed for the pleasure flight.
The flight was operating under 14 CFR Part 91, and visual
meteorological conditions prevailed at the time of the
NTSB Identification: FTWOOLA067 accident.
Accident occurred JAN-02-00 at Corning, AR
Aircraft: Piper PA-46-310P The flight had departed from Santa Rosa, California at
Registration: NS7NF 1 1 15 and was destined for Palo Alto. According to the
Injuries: 5 Uninjured pilot, the airplane landed approximately 2 feet short of the
runway, then struck the lip of the pavement which sheered
On January 2, 2000, at 1714 central standard time, a off the left main gear. The gear itself hung onto the
Piper PA-46-3 10P, N87NF, was substantially damaged trunnion by the brake lines until the airplane came to rest
during a forced landing following a loss of engine power approximately 600 feet down the runway. Additionally,
near Corning, Arkansas. The instrument rated private the airplane struck a taxiway sign with the left wing while
pilot, who was the registered owner of the airplane, and his it was traveling down the runway.
four passengers were not injured. Dark night visual
meteorological conditions prevailed for the 14 Code of The pilot told investigators that he was planning on
Federal Regulations Part 91 personal flight and an landing on runway 30 and was using 85 knots as his target
instrument flight rules flight plan was filed. speed. He said that about 100feet agl, he noticed that he had
an excessive sink rate and noticed that his airspeed was about
The flight originated from the Telluride Municipal 97 knots. He stated he decided to trade his airspeed to cut the
Airport, Telluride, Colorado, at 1400, and was destined sink rate, and said by the time he noticed it wasn't working,
for the Dekalb-Peachtree Airport, Atlanta, Georgia. he was already on the ground.
Hot rod. Hot paint.
Cool

No getting around it, the Malibu is a hot aircraft.

And when it comes time to bringing your paint or
interior up to today's standards with fantastic
materials, there's only one place to go...Oxford
Aviation. After all, we've been turning heads with
'hot rods...hot paints...and cool interiors" for over

Refinishing the Craft. Q5' Refining the Dream.

P.O. Box 990 T: (207) 539-4779
Oxford, ME 04270 F: (207) 539-8441
www.oxfordaviation.com
FAA Repair Station: OACR 582 S JAA Repair Station: JAA.5039
 C/
&he via ti on Sales, Inc. office complex, as -
pictured, is located on Denver's Centennial
Airport. Our facility combines modern office
space with attached hangars. Full FBO
amenities are available.

d n e Malibus are based on Centennial Airport.

Seven of those are Mirages and were sold new by
the Aviation Sales, Inc. marketing personnel.

Aviation Sales, Inc. also enjoys the privilege of

selling numerous previously owned Malibus &
Mirages of high quality worldwide.

Our marketing department continuously follows

the MalibuMirage market. They are constantly
seeking high quality aircraft to purchase for our
inventory.

f%r Maintenance department with state of

the art equipment, employs only full-time
I.A. qualified mechanics.

Our computer printed log book entries,

service publication compliance and tail to
spinner component history reports impress
not only our customers, but sales and
maintenance facilities alike.

We respect you our customer and your

aircraft. Our "Attention to Detail"
philosophy extends from the work we
perform, through our paperwork, to our
level of customer service.
AIRCRAFT FOR SALE:
1998 Mirage
140 hrs. lT,King IFR wIKLN-90B GPS,
KFC- 150AP/FD, RDR-2000VP Color Radar,
WX-lONk Stormscope wlskywatch Traflic Advisory Syst,
Argus 7000CE Color Moving Map, Air, Known Ice and
Stainless Steel Fasteners.

For the most current information on our

aircraft inventory please call 303-799-9999.
We typically have several quality Piper Malibus.

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1
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The PC-12 was ranked #2 in the The PC-12 was ranked # 2 in the
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Support Survey in the Business Customer Aircraft Product
Turbo Prop Category Support Survey

AVIATION SALES, INC.

Denver's Centennial Airport
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Phone (303) 799-9999

Piper
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Since the inception of the Malibu, SkyTech has Custom audidvidea Systems
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he nation in number of Malibus serviced and
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 THEIDEALMALJBU
REV IS^
Last summer; in my 'yarewell" as President of MMOPA,
I discussed some ideas for the ideal Malibu based
on current technology and also mentioned
the Ultimate Malibu.
David Coats

ell, alot can happen in a year, Meridian's modem and stylish interior. the single power lever concept
and it looks as though there So, use the Meridian interior. (FADEC) to completion on this big
soon will be announcements bore engine and really make a giant
of several STCs which fulfill some of Second, don't forget the Pilot - the leap forward.
these ideals. up-front section of the airplane.
Meggitt is currently selling their Now, of course, Piper is betting the
Approval to use the Continental system for about $45K. That is cheaper Meridian turboprop is the ultimate
TSI0550 with a new engine mount for than what we have in our 15-year-old Malibu. Talking about turboprops, I
the Mirage, as well as use of full power Malibus, and the MTBF is much finally got my ride in a new JetProp.
with this engine on the Malibus, is higher. So, use the Meggitt system. Ken Pritchard just took delivery of his
forthcoming. This engine is also JetProp and, while in Tyler, gave me
supposed to be operated - not at 50 - Now, as far as autopilots go, both the opportunity to ride in this phen-
but a full 100 degrees lean of peak, King and STec are excellent autopilot omenal machine. If the Meridian
which ought to make George Braly units, different, but excellent. No performs anywhere near the JetProp,
happy. Also, as I understand it, there strong opinion here, but I'm sure the then Piper will have created a new and
will be an additional STC to allow use marketplace could determine which phenomenal airplane. However, it still
of Mirage type gear struts on the has the most pilot-population appeal. lacks the front baggage compartment.
Malibu and, therefore, allow a 200 lb. Weather up-linking is now here, so In the meantime, the Jet Prop is truly
increase in gross weight. This means include that along with some of the the Ultimate Malibu (turbine version).
that the Malibu, which already enjoys modem integrated TCAS systems.
a better useful load than most Mirages, Piper could probably make money
will be able to pick up even more As t o the airframe, Piper is with their current beautiful Mirages if
useful load. apparently now using the basic wing they could simply sell the "airplane"
for the Meridian for their current with the current engine guaranteed for a
It looks like the aftermarket sector Mirage offerings, a simple labor and one way flight from Vero to Spokane for
for the MalibuJMirage is tweaking this parts reduction manufacturing process. the Lycomectomy and Pratt transplant.
airplane to the entire fleet's benefit. Presumably, there is no weight penalty It was hard not to appreciate the beauty
Hopefully, Piper will be evaluating this for the Mirage. If so, why not consider of the later model Mirage interiors (Ben
and helping this process. This Spring, at testing to increase the allowed gross Issacman's design) and the phenomenal
EAA's Sun & Fun, I saw a panel out of weight for the new Mirages as well? workmanship coming out of Spokane
a Lancair 4P with the complete Meggitt So, use the current crop of Malibul on the JetProp. The new Jet-Prop cowl
system; ARNAV had multiple demos of Mirages and use the upcoming STCs is a work of art using modem carbon
weather up-linkcapabilities;and Garmin to enhance this fantastic airframe. fiber technology resulting in a dramatic
announced future cap-abilities to tie this weight reduction.
type of weather up-linking to their latest For the engine, use the Continental
displays. So, let's update an ideal TSI0550 as discussed above with all The performance reminds me of
Malibmirage using current off-the- of its advantages, and consider adding sitting in an MD-80 on takeoff. So
shelf inventory. cowl flaps (or, in some way, enhance quiet, powerful and smooth. They
cooling control). Perhaps the 100 have continued to improve this great
As Jim Griswold says, an airplane degrees lean of peak setting will allow product over the short time period
is upholstered space flying. So start adequate cooling in cruise configura- they have been modifying the Malibu.
with the interior. Piper has really tion. Perhaps Piper and Continental Of course, the JetProp and the Meridian
moved into the new century with the could get together on a deal and bring Continued on Page 32

.
MalWirage Magazine Surnm(~X00 Page 31
Malibmirage - Continued from Page 31 expensive chemical canisters which Now to all this hardware should be
really have very little utility except in added a service from PiperlContinental
are turbines with all of the advantages an emergency. not unlike my Chrysler Mini-Van and
of the turbine engine. However, there my Mercedes 320, (i.e.) real customer
is still a huge market for the original SkyTech found a replacement gas support. I think Continental is moving
Malibu design with a conventional lift for the doors and dropped the price slowly in this direction with their
engine and its attendant cost, which is over 100% to 200% for the main door TopCare Program, but the effort needs
much less than a turbine. So, and baggage door respectively. to be integrated with the airplane
hopefully, Piper is not abandoning this manufacturer as well. For explanation,
lucrative market. Now to Piper's credit, the cost of when I have a problem with my
the spring to assist the nose gear down Japanese-built engine in my Mini-Van,
One additional item that should be action is excellent. This item also I take it to Chrysler for service, and I
considered for the non-turbine ideal needs replacement about every two to don't have to go directly to the
Malibu are the spoilers. The current three years. Check your current Japanese builder to do so.
spoilers on the Mirages are not legal airplane. Does the nose gear extend in
for icing. That really is a serious the emergency mode at 90 knots? If So, we have here our ideal Malibu.
shortcoming which really isn't neces- so, your spring is OK. If not, better However, I really believe the ultimate
sary since the Spoilers Inc. version is replace it. By the way, this needs to be Malibu is the above in a four seat
available and is legal for known icing. checked in the air; the annual check version. With the above horsepower,
I have used mine several times in icing on the ground will not necessarily it should do 250 to 270 knots, and like
and certainly prefer that capability to detect this weakness. the Boeing 747SP, Piper could call
the non-icing version. However, were this Ultimate Malibu the PA-46SP,
Piper to build these units into the So, in summary, our modern day the speedy Piper, the short Piper, or
manufacturing process, they could ideal MalibulMirage is a current simply the Special Piper! Only one
incorporate the Spoiler in the wing airframe with spoilers, Meridian style real down side for this Ultimate
rather than on the wing; that way, it interior, composite prop, Continental Malibu, it might embarrass the
would be recessed like the identical TSI0550 (with FADEC in the future), Meridian with its speed. Ahh, sweet
type of spoiler in the Citation Jets. Meggitt instrumentation, KinglSTec dreams!
The current units on the Mirages may AP, any number of great electronics,
have a weight advantage, however, as with ARNAV type of weather up-links Lest anyone think I don't like
they completely retract into the wing. to a suitable MFD along with TCADs. Lycomings, not so. The best engine I
ever flew behind for years was the
Naturally other significant en- If Piper could improve the seat 1501160 hp Lycs as an ag pilot flying
hancements over the years include mechanisms (cost-wise mainly or one of Piper's greatest airplanes, the
modern lower weight composite props increase the MTBF of these expensive Super Cub. I also have over 2,000
like the current Mirage or German units), that would be nice. Improve hours in a Twin Commanche with not
versions Henry VanKesteren sells and the standby oxygen system so that it a single major problem with the
installs, as well as VK's wing tank can function as well in normal mode injected 160 Lycs. They were truly
extenders. as under an emergency, not unlike bullet proof engines. The Bendix fuel
what Piper had to do to certify the systems was constantly attacked with
Lower weight composite type Mirage for Part 135 ops, but use the SBs, but the engine was essentially
oxygen bottles could be used rather lighter weight composite tanks to keep trouble free.
than those horrible and horribly the weight down.
Dick was our MmMOPA President for 1994 and 1995. A retired USAF Colonel with
28 years of Active, Guard, and Reserve time with about 2500 hours in fighters as a
USAF Flight Surgeon, he is currently an Anesthesiologist in Austin, Texas. Dick has
been a member of the M*MOPAfamilysince a year after its conception. His hobbies
are camping, backpacking, scuba diving, sailing, fishing, computers, and driving his
truck, but his greatest love is flying his Malibu.

I have always had a dream about restaurant napkin, and that became our volunteers for the New Zealand mission:
flying with a "squadron" of fellow pilots flight plan. I met with a group of Donna Gill, Carroll Stephenson, Janice
about the valleys and coastlines of New interested Malibu pilots at the con- Kittner, Maggie Kittner (age 7), Gary
Zealand. At the MMOPA KC meeting, vention and expanded our group via the Proctor, Bob Polis, John Berkheimer,
I heard that there were two pilots, Brent net for our journey. I obtained a great air Vicki Felker, Jim Smith, Windy Perkins
Ferguson and Geoff Jensen, who had and ground group package on Quantas to and yours truly. We were ten Malibu
femed the only Malibu to New Zealand Auckland for our ten Malibu New pilots and our little aviation enthusiast -
and were attending the meeting. 1called Zealand pilots. The dream was set to Maggie.
Brent and arranged to meet him and occur.
Geoff at the great Italian restaurant near Day Two to Three: Seventeen hours
the hotel to discuss my dream flying Day One: We all met in LAX at the on Quantas to Auckland - more bonding
adventure. We met and Brent responded Quantas terminal and the bonding began. over the International Date Line.
with "no worries"-that'spossible! Brent
Continued on Page 38
drew out a suggested itinerary on a The following were the group of

MalibuMrage Magazine . Summer2000 .Page 33

 The following i s a direct quote
Your Malibu is eligible to have a TCM TSIO 550C engine install
from FAA Certification rated at 350 HP, derated to 310 HP.
Flight Tests:
(Temperatures are corrected to
simulate a 100 degree F day.) We can install your new or rebuilt engine at our facility at the beam
Albert Whitted Airport in downtown S t Petersburg, Florida
"The TSIO-550-C engine is very well
cooled in this installation; qualitatively,
- or -
based on my previous experience, it Call one of our approved installation facilities:
runs cooler than the original TSIO-520- Aviation Sales Denver, Colorado
BE engine. Max correctedCHT in MCP
climb is 364 degrees F, giving a margin Flightcraft Eugene and Portland, Oregon
of 96 degrees F below the limit of 460 Flightcraft Hayward, California
degrees F. Max corrected CHT at Image Air Bloomington, Illinois
25,000 feet "best economy" leaned Modern Aero Eden Prairie, Minnesota
cruise at 262 HP (75% of engine's max Piloten Services Straubing, Germany
rating of 350 HP) is 403 degrees F, Skytech Baltimore, Maryland
giving a margin of 57 degrees F below
the limit of 460degrees F. ... [It] is much TCM Customer Service Center Fairhope, Alabama
easier to manage in cruise, without the
50 degree F "lean-of-peak TIT
requirement."

Here is what this new 550C Continental engine will do for your Mali6
Take off using only 88.5% power (88.5 x 350 HP = 310 HP). The en;
approved for continuous operation at 3 10 HP.
30 more HP at 75% power (75% x 350 = 262.5 HP as opposed to 75% x 3
= 232.5 HP).
Flying at speeds comparable to your 520 B E engine, the 55OC will just be 1
along with comparable fuel flows and less manifold pressure or lower F
which equates to cooler temperatures and longer life.
Flying at normal power settings, with comparable payloads, your Conti
powered Malibu will perform better than a Mirage - due to approximate
pounds less basic airplane weight and a Continental tuned induction syste
The 550C engine is approved to use your same propeller - the e:
dimensions and weight of the 550C engine are identical with the 520BE, thc
no airplane modifications are required.
The 550C engine has a TBO of 2,000 hours.

NEW - TCM TSIO-550-C Installed Exchange for TSIO-520BE.. $67,770 plus freiit .
REBUILT - TCM TSIO-550-C Installed Exchange for TSIO-520BE. $55,859 plus freight ..
(Subject to manufacturer'sprice increase. May be higher outside the US.)
This includes new isolation mounts, fluid hoses, dynamic prop balance, STC and Flight Manual Supplem
FAA STC Number SA0038 OAT Approved to replace TSIO-520-BE with TSIO-550-C
Available for your 520 or 550 Malibu
and for your Mirage.
Enjoy the benefits of vibration free flying with
reduced noise level and increased performance.
CALL. . . WE WILL FAX OWNER COMMENTS.
Price $13,700 outright
Installed and balanced at our facility for $250. No freight charge and no sales
tax on STC items installed in Florida. Your shop can buy this propeller and STC
from us. Work out installation, crating and freight charges with them.
 Modern Aero's FAA Certified Repair Station and Piper-Authorized Service
Facility has been providing the highest quality and most reliable service you can
depend on for over 31 years. You can count on our attention to detail and
Modern Aero, Inc complete Customer Satisfaction. Our Service Technicians are factory trained
with extensive experienceregarding the MalibdMirage. Modem Aero provides
scheduled service and minor repairs to major installations.

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.
MalibuMmge Magazine Summer2MKI . Page36
 How
international banker

1-
BR U N 0 SC H R 0 D ER, Director of Schroders PLC, of london, England,
Bruno Schroder found a a leading international investment bank and management group with a
hirtow o f almost two hundred w a n .

safe investment 8 AS HAS BEEN THE CASE WITH MANY OF HIS

-
I

with high-powered
P(12,a INVESTMENTS, LONDON-BASED BANKER
BRUNO SCHRODER BOUGHT HIS PC-12 AFTER

MUCH RESEARCH AND THE GARNERING OF SOME SOLID ADVICE.

After early experience with small singles and latterly light twins,

performance. he considered a King Air, but found it to be a less than

optimal investment. Further, a fiiend - more
specifically an Air Chief Marshal of the Royal Air
Force - had a simple answer when Bruno asked L-
for his opinion. "Buy a Pilatus," he said.
"My needs were clear," says Bruno, Director of ,,.lroders
I -
PLC, an investment group capitalized at $4 billion. "On a
regular basis I needed to carry six passengers, luggage, and
dogs to our castle in Scotland for weekend trips. I required a
large and versatile aircraft that offered cabin-class comfort
for my passengers and a long enough range to match'that and
my other itineraries - such as crossing the Atlantic to visit
our offices in New York and Bermuda."

' Quickly Bruno saw that

the 270-knot FC-12 could
handle all of his itineraries -
that its wide variety of
'
strengths provide quite a wide
variety doppormnities.
JP.'
Q~UR..JPE*~ "Yes, it was clear that the
PC-12 was a terrific airplane for me, so
my next concern was economy - the efficiency of my investment,
if you will," adds Bruno, "and there again the PC-12 excelled.
Its turboprop performance is complemented by the single-engine
economy that made the decision to buy easy. Very easy."
So, afier a lifetime of investing how does Bruno Schroder
pick his best holdings?Just as he chose his PC-12.They9re
definitely the more efficient ones; the ones where he gets his
every pound's worth and more. And they're also the holdings
he can rely on, the ones he knows will always perform.

I1 -
PllATUS BUSINESS AIRCRAFT (COLORADO)
800 Pilatus (745-2887) www.pcl2.cam I -
PILATUS AlRCRAFl LIMITED (SWITZERLAND)
41 41 619 6296 wwwpilatus-aircraft.com
New Zealand - Continued from Page 33

Day Four: We began our recovery at

the Centras Airport Hotel in Auckland
with agreat night out for dinner and were
beginning to realize we were birds-of-a-
feather - embarking on a great cross-
country.

Day Five: Out to Ardmore Airfield

- the busiest GA airfield in New
Zealand, to rent our aircraft and be
checked out for a VFR New Zealand
license via a BFR check ride in our
aircraft. We rented a 182, a 172RG,
two 172's, and a Piper 140. All pilots
in our group of "New Zealand Malibu
Flyers" (or eventually to be known as:
"The American Pilots" - as we flew
on) checked out outstandingly. We
were on our way.

Day Six: Our first takeoff and gaggle

together to Rotorua (we called it
RotoRotor!), was to the east side of the
northern island with the hot sulfur springs
and baths. We had all modified our hand
held GPS's for New Zealand, and they
worked great. An 18 knot crosswind
challenged the "American Pilots", but
all made it to the first stop. Vicki, our
"travel agent" and John's co-pilot,
arranged for a wonderful night at a 5-star
French restaurant - wow!

Day Seven: Today's mission was

to get to Nelson in the south island.
Only a couple of problems cropped
up this first morning. Jim had lost
his aircraft keys, and John's 140 had
both mags burned out! A sorting
through everyone's old key chains
came up with a Cessna key which
opened Jim's door, and another that
fit the starter! Amazing that pilots
will carry around old Cessna keys
for years. However, John and Vickie
were grounded for the 140's mags.

The objective of this mission was to

cross thevalleys of the northern island of
New Zealand, past some beautiful
volcanoes, over some flat green waste-
land, to the shoreline by Wanganui
village. Then, we would head down the

MaIiLwMirage Magazine .Summer2000 .Page 38

coast at dolphin level, and stay under the
Ohakae Military MOA, to get to
Paraparaumu (PP) airfield on the very
southwest tip of the northern island.

The flight was gorgeous, but as we

approached the coast, we had to get
down under the cloud deck flying in the
valleys at sheep level in order to maintain
VFR - the only New Zealand license we
had. We talked together as a gaggle and
helped each other through. We gathered
together at PP where we refueled and
obtained weather from the help of the
aero club in order to jump over the open
water to the southern island. John and
Vickie, who lost their mags this morning,
came down to PP in Brent's Malibu. It
was lucky that they didn't lose the mags
in the valleys we had just gone through.
My mission of keeping the whole gaggle
of "going the same way, the same day"
seemed to be working! We launched
together, with Brent's Malibu leading
the way, across the 17-mile strait of
ocean to the southern island of New
Zealand.

Imagine flying through the fiords of

Norway while in the Austrian Alps; that's
what it waslike to fly through the southern
island. Absolutely lush green and
beautiful! We all made it into Nelson, a
magnificent airfield in the fiords of the
New Zealand northwest coastline. It
was a big day of flying for us. We were
flying in unknown temtory, but with our
sectionals, GPS, and gaggle pilotage, we
kept going the same way, the same day!

At Nelson, we met Brent, his wife

Lynne, and Geoff and Robina Jensen,
our contacts in New Zealand. We were
now in the most beautiful part of New
Zealand, the south island. That night in
Nelson, we observed the Southern Cross,
a most magnificent sight to behold in the
southern skies. Vickie arranged
reservations at another great restaurant.

Day Eight to Nine: We brought the

airplanes to Brent and Lynne's "Malibu
Park", their 4,000 foot "sealed" (hard)
runway at their ranch just a mile from
Continued on Page 40

MalWMirage M8gmine .Summer .

2MM Page 39
New Zealand - Continued from Page 39 shoreline with low ceilings, so Brent and would find a DME, or some other
a couple of us took his Malibu "MBU instrument GPS reportingpoint, and they
Nelson. What a wonderful place. Brent from his ranch, over the mountains to the would always help us out. We could
has his hanger equipped with a drive-in east coast, to look at our options. We always get their point, or mountain, or
door! The hard runways in New Zealand saw that there was a 1,000 foot ceiling river as a DME for our GPS units. The
are referred to as "sealed". I think it's for over the coastline. So, the Malibu flyers controllers were always trying to help
the rocks they cover with tar, con- took off and cruised over the 5,000 foot out the "American Pilots", which was
sequently, they become "sealed. That mountain range and down to the east truly a pleasant experience for the
night, we had a wonderful BBQ at Brent coast to Kaikoura for some seal and entire journey. We did, however, try
and Lynne's ranch in the beautiful, quiet whale fluke watching. to comply with all the New Zealand
countryside of New Zealand. VFR requirements.
John and Vickie had now rented a
Day Ten: The mission was to fly Piper 180out of Blenheim tojoin us, and Day 10 - 13: After passing three
down the eastern coast of the southern we were now a gaggle of five again. Our great days in Christchurch, our mission
New ZealandIsland toChristchurchwith group of ten American Pilots in five was to get all the birds to Queenstown.
a stop to watch the whales and seals at aircraft again proceeded together to The weather was down and pushing into
Kaikoura. The coastline here im- Christchurch. We had never seen the the mountains blocking our way through
mediately drops to 8,000 feet, so the VFR reporting points or the environment, to the upper level country past Mt. Cook.
whales are feeding right offshore. The but the controllers were great. With We met with a friend of Brent Fergusen
weatherthat day was pushing right to the every call for a visual reporting point, we athis flight school at Christchurchairfield
for a briefing to exit Christchurch safely
and get us to Queenstown.

The weather was down and pushing

low layers into the mountains. But, he
recommended a couple of gaps to sneak
through to get to the clear air in the
central highlands along the Alps range to
Queenstown. Sounded like a plan, so
our gaggle was off to Queenstown with
the blessingsof Christchurchtower. Our
flight beamed over to the coast, and then
tookacompass heading to the mountains,
under the deck, to find the gaps.

Our quest through these elevating

gaps found sunshine, but only at the
expense of a frighteninglook at some the
famous New Zealand power lines strung
across some of these valleys. In fact, that
same day, a New Zealand helicopter
with four Americans on board hit one of
these power lines; all were killed in the
crash. New Zealand is trying to mark
these lines with balls like we do, but is
progressing slowly. We all knew to
mark our maps for these lines. Up into
clear air, we beamed past Mt. Cook and
down to the southern tip of New Zealand
to Queenstown, a jewel of a town.

One of the last checkpoints before

~ueenstownwas the Kiawara river
bridge where bungee jumping began,
and where our very own Gary Proctor
bungee-jumped! Crazy man, Proctor.

Malibu-Mirage Magazine .SurnmerZMM .Page 40

He even jumped out of a perfectly flight launched from Omaka, crossed time. (An International Date Line
good flying airplane in Nelson with a the open waters to the north island, and Experience.)
parachute. We had some adventure- on to our recovery airdrome, Ardmore.
some pilots on this trip! The group There is no way to describe the lush Addendum: We came together as a
took a flight to Milford Sound for a greenery on the vertical volcanic dream. We talked together as an idea. We
boat trip. One of Captain Cook's finds, mountainsides that slide into the deep formedtogetheras aconcept. We gathered
this is a gorgeous place. We went by 8,000 foot depths of the oceans around together as "Malibu-birds-of-a-feather".
way of a commuter flight and were the New Zealand islands. This was a We flew together as a squadron. We
glad we did after seeing the pilot most beautiful flight for our last leg. My covered each other for the risks of flying
negotiate these 2,000 foot gorges of mission as flight lead is complete; we as a flying team. We bonded as pilots
the Southern Alps. We passed three all made it "the same way, the same flying on each other's wings. We will be
wonderful days in Queenstown. day", and recovered all birds safely at "family" for the rest of our lives.
our starting point.
Day? - I think it's 31 March 2000. Addendum 2: We are planning
At least that is what my watch says! We Twenty-four hours from the exact another similar New Zealand Adventure
rounded every one up to take off together time we left Omaka, the same day, we for 2002 -anyone interested? Email me
at Queenstown airfield. To my surprise, arrived at LAX. Twenty-four hours of at: [email protected].
the tower had heard of the American flying and a million memories in zero
pilot gaggle by now, and cleared us to
taxi and line up on the active as two by
two by two for formation takeoffs. I was
at the rear with Brent and his Malibu. I
took off to climb through the flight to
take the lead, as I was the fastest with the
182. The sight of our flight of birds
beaming out through the valley of the
Southern Alps was breathtaking. And,
then, Brent blew by under us all in his
Malibu. It was a beautiful experience
that clear sunny morning. We got
clearance through Christchurch VFR,
and 3.5 hours later, we all amved at the
northern tip of the southern island at
Blenheim. We landed at Omaka airfield
-a square acre of sod. Take any direction
you desire to land there.

April 1-3, 2000: Our time in

Blenheim was mostly spent with Geoff
and Robina Jensen at their vinery.
Geoff is a high time RAF pilot who
helped Brent Fergusen ferry his Malibu
to New Zealand. He grows grapes and
olives at his Omaka Springs Vinery.
The two days of wine tasting and great
restaurants went by quickly. On the
third day for our return to Auckland,
the weather was down. In New
Zealand, the weather changes by the
hour from clear to rain, so we decided
to spend another night in the "Napa
Valley" of New Zealand.

April 03, 2000: With an early

morning brief at the hotel, and the
weather looking better to the north, our

MaIiLwMirage Magazine . SummerZOW . Page41

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When I returned from flying one the planes come and go. Just across the aircraft to late model Mirages. Three
afternoon, I had a message from a Dr. ramp from the restaurant is the hangar in JetPROP conversions were counted
Michael Offermann indicating he was which Fuji blimps are manufactured. among the PA-46s. Two old Malibu
calling from Germany. Dr. Offermann There always seemed to be a blimp in the "friends" I had flown in the States
requested that I return his call between air whenever we were at the airport. appeared,includingN44MD, which was
1:00 and 4:00 PM Florida time and Gliders were continually launching and N4MD when residing in the U.S., and
reminded me of the six hour time gracefully entertained the spectators. Serial Number 3 Mirage,which had been
differencebetween Florida and Germany. one of our first demonstrator aircraft
Malibus of all varieties started when I worked for Piper Aircraft during
Upon reaching Dr. Offermann, he arriving midday Friday. About twenty the 1989 Mirage introduction. At that
extended an invitation to attend the aircraft from five different countries time, this striking gray and white PA46-
annual meeting of the MMIG46, Malibu attended and crews from at least six 350P operated under N9140F. Many
- Mirage Interessengemeinschaft, countries were present. Every type of current Mirage owners received their
European Division of MMOPA. I was Malibu was represented from 1984-85 Continued on Page 44
asked to present a safety seminar and to
offer flight training to MMIG46 members
during the three day fly-in at Essen,
Germany. Although flattered, I must
admit the invitation was somewhat
"intimidating. I explained to Dr.
Offermann that I did not speak German,
had never flown in Germany, and was
unfamiliar with German procedures and
regulations. Dr. Offermann assured me
that none of these concerns would be a
problem, and I somewhat reluctantly
accepted. How delighted I am to have
done so. My trepidation turned out to be
unfounded, and I thoroughly enjoyed
the experience.

The second annual fly-in of MMIG46

was held at the Essen-Mulheim Airport
(EDLE). Essen is a town located in the
beautiful valley of the Ruhr River, a
tributary of the Rhine, about ten miles
north of Dusseldorf. Weather was perfect
(which I'm told is unusual) for the entire
three days with bright sunny skies and
70-80 degree temperatures.

The Essen-Mulheim airport has an

inviting airport restaurant overlooking
the ramp with an outside area full of
colorful umbrella topped tables. We sat
and enjoyed iced coffee as we watched

- .
MalibuMrage Magazine Summer2030 Page 43
Essen, Germany - Continued from Page 43 Germany and JetPROP from the U.S. discussed the Continental 550C con-
version as well as upgrades for spoilers,
first demonstration in this aircraft. Saturday and Sunday mornings were electric windshields and a second pitot
filled with seminars and informational system. Warren Wood shared the history
I may have missed a few, but I met sessions. Thelatest inavionicsupgrades of JetPROP and provided a detailed
pilots from Germany, France, Switzer- was presented by Josef Breu of Avionik comparison of the tradeoffs between
land, Poland, UK and Austria. Vendors Straubling and the official LB A piston and turbine engines.
from at least three countrieswere evident approved GPS certification course for
includingWalter enginesfrom the Czech MMIG46 members was announced. Dr. Michal Ptacnik from Walter a.s.
Republic, avionics suppliers from Robert Rieger of Piloten-Service presented the capabilities of the Walter
engine and discussed the status of the
STC for the Malibu. He surprised us all
with the announcement that Walter
engines was scheduled for purchase by
an Americancompany the following day.
By the time this is published, we should
know details of the arrangement,
assuming it occurred as planned.

Heinz Grummer presented the

insurance program from Lloyds of
London, available only to MMIG46
members, which provides insurancecost
savingsto those successfully completing
six month check rides. Cpt. Axel
Henning, LBAlMMIG46 checker,
provided details regarding semi-annual
7hem'sno m v flight reviews.
sideof~shol Herr Fritz of Jet Aviation, Kassel,
youfnm, &ng and presented the benefits of a standardized
awaafffoismain~ aircraft history and Walter Sattler of
Whenp u need m LTB, Arnsberg, discussed the problems
imncecoverage and critical limits of Continental and
financing or both, N Lycoming engines. Last, but hopefully
not least, I provided two seminars on
k n o w s ~am , pilot decision-making; golno-go
tomaketheentiel: decisions, particularly as they relate to
simple, adandpain Ite aircraft system anomalies.
foramW@kxa
The pilots planning to go on the three
week fly-out to Mauritius met to finalize
details. A trip to Prague to visit the
Walter engine factory was announced
for the fall.

Each morning started with a bountiful

buffet breakfast at the hotel. There was
a delightful assortment of eggs, cereal,
fruit, and yogurt, as well as countless
varieties of meat, sausage, fish and
cheese. And, some of the best breads
and rolls you can find anywhere. Lunch
was catered at the airport with tables set
Continued on Page 47

Malibu.Mirage Magazine . .
Summer2000 Page 44
 THISSECTION IS DEVOTED TO LE'ITERS, COMMENTS, ADVICE AND GENERAL
INFORMATION THAT MEMBERS OF THE MoMOPA WOULD LIKE TO SHARE.
PLEASE SEND ALL CORRESPONDENCE TO: RUSSCAAUWE, MALIBUOMIRAGE
OWNERS AND PILOTS ASSOCIATION, P. 0. BOX1288, GREEN VALLEY,AZ
85622 l FAX:(520) 648-3823.

To the Membership: Airport runway 33 on 3/2/00 at 1,800 I'm interested in knowing if the
feet, the K1525A glide slope bars readership has filed any reports on
BobScott semi-retired March, disappeared only to reappear at 1,200 similar failures?
1999. He is available for training feet. Needless to say, this was very
withclientsthroughSimCom. Sched- disconcerting, considering that the DH James J. Dooley, Jr.
uling may be accomplished by call- was 925 feet. Fortunately, the backup
ing 800-272-021 was functioning properly. Dear Editor

Dear Editor: I was hand flying the aircraft, but I Just for your info. As you
assume that if the autopilot had been know each year I offer refresher
Re: N9172V. This aircraft is coupled, my problem would have been training and this year I will be of-
equipped with King Avionics KFC much greater. fering a co-pilot type autopilot sur-
150 inchding K1525A and, thank- viva1 course at the MMOPA con-
fully, a backup KI 206 with glide Thisproblemhasoccurredpreviously, vention as well.
slope receiver. and the instrument has been repaired. I
believe I've read in other publicationsthat Lester Kyle
On approach to UticdOneida this equipment has had problems.

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Essen, Germany - Continued from Page 44 us make sure we did not inadvertently wander out of
German airspace while we were conducting our flight
up picnic style in a hangar. Dinner the first night was at an maneuvers. Upon landing at Dinslaken, we stopped and
exclusive club-style restaurant with gourmet food. The found the airport supervisor who collected the requisite
attractive surroundings provided a first opportunity to meet landing fee. Should one desire to file an instrument flight
and greet other attendees. plan, this was the place to do it and to also pay the fee for
the time the IFR system would be used.
The banquet the second night was at the hotel and provided
an opportunity for more great conversation. By now, most of Instead of the familiar 1200 transponder code used for
us felt as if we knew many of the other attendees. Overall, the VFR in the US, we used 0021 below 5,000 feet and 0022
atmosphere was extremely friendly and welcoming with a above 5,000. We also had to remember to set our altimeter to
great deal of camaraderie and good cheer. Needless to say, 1013millibars (29.92" Hg) upon passing through 5,000 feet.
most of us sampled the famous German beer whenever Since we were training in an uncongested area, we were able
opportunities presented themselves. to use the airspace up to 10,000feet without a clearance or the
Continued on Page 48
Afternoons were spent at the airport enjoying the leisurely
opportunity to admire the attending aircraft and see the most
recent updates and newly installed equipment. Interest was
keen in the JetPROP conversion and flight demonstrations
were provided throughout the fly-in.

Flying with members of MMIG46 was interesting and

educational for me. Since the weather was beautiful and our
flying was for training purposes, we chose to fly VFR most of
the time. The German "sectionals", although at first glance
very different from our U.S. version, provided most of the
same informationonce one learned how and where to look for
it. Jeppesen approach plates were reassuringly familiar.

A tour of the local area and discussion of local flying

conventions was provided by Dr. Offermann and Dr. Hans
Kraus. Local flights offered a delightful panorama of the
green and lush countryside, and the pastoral checkerboard of
planted fields. During our aerial tours, I was fortunateenough
to fly a Mirage with Dr. Jurgen Krause, who has developed
perhaps the most comprehensive Malibu Mirage emergency
checklist I have ever seen. I was also pleased to be afforded
an opportunity to fly N46PW, the JetProp conversion flown
by Drs. Offermann and Kraus. I still remark at practicing
engine out emergencieswith the propeller feathered. Nothing
like staring at a stopped prop to get your attention! With the
propeller feathered, the aircraft descends at about 300 feet per
minute at 90 knots. N46PW is an American registered
aircraft, for now, until JetProp obtains certification for
Germany. Note that most of the aircraft in Germany have
registrations numbers beginning with "D" (for Deutchland),
such as D-EMMF, the tail number found on Mr. Schroer's
classic Malibu.

When programming the GPS, airports in Germany are

preceded by the letter "E" instead of the " K we are
accustomed to here. Essen-Mulheim airport was EDLE
and Dinslaken, where we practiced simulated engine
failures to full stop landings, was EDLD. We used
Stadtlohn, EDLS, on the border of the Netherlands to help

.
MalibuMrage Magazine Summer 2000 .
Pap 47
Essen, Germany - Continued from Page 47 Dr. Offermann and Mr. Christoph Parbel, the primary
organizersof the event, deservemuch credit for their efforts and
for planning and conducting an outstanding gathering. It was
need to maintain contact with controllers. I never did
not only educational,but fun, and provided many opportunities
become accustomed to flight levels starting at lower altitudes,
to share information and to broaden one's horizons. I would
and especially to 10,000 feet being referred to as "flight level
very much encourage Malibu owners and operators to join
one hundred". It seemed especially odd to me to fly in a
MMIG46 and take advantageof the great resource this group is
French registered airplane (F-GGTL) where the pilot, Mr.
quickly becoming in Europe and elsewhere.
Tominec, had two altimeters in the primary instrument panel
with one set on the local altimeter and one set on 1013
millibars. All in all, I learned a great deal.

It wasn't all work and no play, however. Dr. Hans Kraus,

who had been so helpful in orienting us to the Essen flying
area, offered to take a small group for some local sightseeing.
We were amazed to find that there was a charming ancient
village only a few miles from where we were staying. The
riverside location was lovely and provided an entrancing
view of the slate-covered buildings and winding streets
leading to a steepled church. Walking through the narrow,
slate paved streets, we noted that some of the doors were only
about 5 feet high-clearly built before the days of our 6'4"
guide, Dr. Kraus.

After Sunday brunch at the hotel, it was time to head for

the airport one last time and bid farewell to our new friends
and acquaintances.

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MalibuMrage Magazine Summer2WO . Page 48

 Ernest Igou

To make a game with this story of a JAC. This is without a doubt the most We got an early start on our third
trip in a beautiful Malibu, I will ask you beautiful approach I have ever seen. 4+30 leg going direct Seattle (SEA),
to answer this riddle. What is the most Keep the snow-capped Tetons off your direct Friday Harbor (FHR) to a landing
distant airport in the continental U. S. I right wing and look at the clear blue at this unattended field. It has a paved
could fly to from my home of CHA Jackson Lake below. Over 100 miles 3,400 foot runway with trees at one end
(Chattanooga)? Please get your charts. visibility. Just great! and buildings at the other. You pump
your own gas with a credit card and find
I have a good friend who owns a We had two days to tour Jackson a tie-down. We left an address and asked
"Cessner". He is always glad toleave his Hole. (Townsfolk now like the place to them to bill me if there were any charges.
plane at home and go with me in the be known as Jackson. I was there when None were received.
Malibu. We have gone on a number of they went by the old name.) We also
Earthwatch projects world-wide as drove up to Yellowstone (which still A phone call brought the scientists
volunteers but must travel on these by goes by the sameold name). Old Faithful we were to work with, and then, we took
commercial airlines. We decided to fly is not particularly that faithful any more a scenic ride across the island to the
to one and determined that there was an after an earthquake hit the area. Continued on Page 50
interestingproject in the SanJuan Islands. 1
Now, if you have found the answertomy
question, you will know that we are
headed to Friday Harbor airport,
Washington (FHR).

So, on a beautiful IFR June day, we

filed for 4+30 to Beatrice, Nebraska
(BE), which is half-way to our day's
destination. At 16,000feet, we were on
top all the way. At about 50 miles out,
I called Center to ask for lower . . . no
answer. ..called all the listed frequencies
for the area . . . still no answer. An
airliner came on and stated they were
having the same trouble. Then, several
others chimed in with the same. We
all announced our position and
intentions. Since my flight plan time
was up at that exact time, I started my
approach to the non-tower airport.
When we wereon final with therunway
in sight, Center came back on. We
cancelled and landed. Center was too
busy to explain their outage.

A walk across the street brought us

to a nice restaurant. I recommend BIE
for a lunch stop. Soon, we were up and
away for Jackson, Wyoming (JAC).
As we approached Dunoir, Wyoming
(DNW), we descended to 14,000feet,
'
the minimum altitude in the area and
were turned on course for the ILS to

MaIiLwMirage Magazine .SummerBUO . Page 49

Malibu to the Northwest - Continued from Page 49 be identified. The scientists knew each After ten days of interesting fun and
of the 5 1 local (resident) animals in a 50 work, it was time to head home, but not
Center For Whale Research, which will mile area. Orcas, also known as killer on a straight line. We took off to circle
be our home for ten days. It was a nice whales, are closely related to dolphins. the island and then headed direct to SEA,
setting on a bluff overlooking the Strait They are world-wide but have different and then IFRon top at FLl9Oto Kalispell,
of Juan de Fuca, with Victoria and the feeding habits. Montana (FCA), gateway to Glacier
coast of Canada in sight eight miles National Park. We could see five
across the water and the snow-capped If you are ever on this island, get the snowcapped volcanic peaks at one time,
peaks of the Olympic Mountains beyond. natives to tell you about the Pig War,and one being Mt. St. Helens. We over-flew
You will need to look at your map to how Canadian and American citizens a large snow storm over the Cascades
understand the geography. almost got the two countries into a but were in the clear until we hit the
conflict and changed the boundary Rocky Mountain area. Descending for
Our day's work began with breakfast between the two friendly countries. Continued on Page 52
on the balcony overlooking the sound
and was often interrupted by the
appearance of a pod of whales headed
our way. In this quiet setting, you can
hear them "blow" for a mile or more.
Then comes a mad dash for our cameras
and launch the boats to. follow the pod,
sometimes for hours. The point was to C.. ,:: . ... .
photograph the individuals and observe
their habits. A pod can consist of six to
twenty (or more) whales and is always
composed of one or more families. We
were taught to read the markings of the
saddle (white part), which is different on
every whale, so different that each can

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Malibu.Mirage Magazine -
Summer2000 Page51
Malibu to the Northwest - Continued from Page 50 areally mean storm. This was only the to dear old Chattanooga (CHA). I slept
second time we had to do this on the most of the way, as did the girls in back.
the approach into FCA, we encountered entire trip. The operations people at I'm glad the co-Pilot knew the way. He
snow, ice, freezing rain and then just Sioux City always treat us right. They has a reason to as we have flown this
sweet rain. All on one approach! let us have their courtesy car to go into route over 25 times to go hunting in
town for lunch, and then gave each of South Dakota.
The next day, we planned to drive the us a flight cap.
"Going To The Sun" road to the top of We landed with exactly 25 wonderful
Glacier National Park but were stopped The last leg was another 4+30 flight hours on the Hobbs.
at the park entrance for two hours while
they plowed the road from the snow
storm of the previous night. We told the
ranger, "Yeah, we know, we were in that
one yesterday." I'll fly through snow
any time rather than drive that road with
wet snow. Those of you who have been
on that road will know what I mean. On
reaching the top, the visibility was all of
100 yards in heavy snow. Remember,
too, this was the middle of June!

Now, .it was time to get serious

about heading home, and we filed for
our longest flight of the trip, 5+30 to
Sioux City, Iowa (SUX). On this leg,
we had to deviate 50 miles to go around

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MaIibuMrage Magazine . SummerZOMJ .Page 52

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