Professional Pilot November 2016

NOVEMBER 2016
Back: (L–R) CaptAlain Mussely, Capt Peter Groves,
Flight Attendant Julie Neal, Flight Attendant Eleni
Angeli, Flight Attendant Kevin Rost, Capt Thierry
Levasseur and Chief of Mx Trevor Knox.
Front: (L–R) VP and Gen Mgr Customer Experience
Jean-Christophe Gallagher, Ops Manager & Chief
Pilot Murray Balzer, Mx Mgr Martin Pomerleau and
Flight Attendant Mgr Heidi Romano. In background
is Challenger 650 at YUL (Montreal QC, Canada).
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4 PROFESSIONAL PILOT / November 2016
Management
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46
Features
86
58
10
24
10 POSITION & HOLD
A systems approach to enable true trusted autonomy by Dennis Bushnell
Solving problems with knowns, known unknowns and unknown unknowns.
18 FINDING NEW PRO PILOTS
Have we reached a bizav pilot shortage? by Shannon Forrest
Part 91 av managers report new pilots are hard to ind and dificult to retain.
24 COCKPIT EVOLUTION
Advanced aircraft communications by Glenn Connor
Voice babble changes to text with CPDLC, ADS-B and beyond.
46 FLIGHT DEPT PROFILE
Bombardier by Grant McLaren
Globals, Challengers and Learjet ly worldwide to care for customers,
provide bizjet demos and transport key company executives.
52 INTERNATIONAL OPS
Caribbean islands welcome general aviation by Grant McLaren
Reasonable costs, ease of movement and good security are the rules when
lying GA aircraft to many destinations in this close-by sea.
58 NORTHWELL HEMS
SkyHealth serves 21 hospitals in NYC metro area by Ken Solosky
Airbus H135 solves time problem of slow ambulances in heavy trafic.
64 WX BRIEF
Central Asian weather by Karsten Shein
Flying conditions in this continental interior are ever changing and severe.
72 RADAR SCHOOL
Reading radar shadows by Archie Trammell
Making right decisions in thunderstorm areas often depends on knowing
what radar shadows are telling you.
78 HEADSET PREFERENCES
Reception, comfort, price and support are desired traits for pilots.
by Pro Pilot staff
86 AIRCRAFT STOPPING SYSTEMS
Toughest workout and high temps go to the brakes by Nihad Daidzic
Brakes, thrust reversers, beta props, spoilers and lift dumps all help in
deceleration of jet and turboprop aircraft.
96 SPECIAL MISSIONS
458th Airlift Squadron by Douglas Nelms
Wearing their USAF stars, Learjet 35s as C21s serve from Scott AFB.

Departments
16 VIEWPOINT
Wicks Group Senior Advisor Barry Valentine talks
about aeronautical judgment and decision-making.
32 SID & STAR
The pilots divert to an alternate in order to avoid
a dangerous thunderstorm at their destination.
34 TERMINAL CHECKLIST
Quiz on procedures when making the approach
to MDT (Harrisburg Intl, PA). Answers on p 36.
38 ALEX REMEMBERS
Louise Timken, a great lady of aviation, lew a
French MS760 and a Learjet 23.
40 SQUAWK IDENT
Pro Pilot readers comment how they see the
future for their segments of aviation.
94 RAMP & HANGAR
Jobs, products and other reader opportunities.
Cover
Front: (L–R) VP and Gen
Mgr Customer Experience
Jean-Christophe Gallagher,
Ops Manager & Chief
Pilot Murray Balzer, Mx
Mgr Martin Pomerleau and
Flight Attendant Mgr Heidi
Romano. In background
is Challenger 650 at YUL
(Montreal QC, Canada).
Back: (L–R) Capt Alain
Mussely, Capt Peter Groves,
Flight Attendant Julie Neal,
Flight Attendant Eleni Angeli,
Flight Attendant Kevin Rost,
Capt Thierry Levasseur and
Chief of Mx Trevor Knox.
Photo by Bombardier.
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www.DuncanAviation.aero/60

T
he fundamental aspects and precepts of trusted au-
tonomy are safety, security, reliability and resilience
for both “on design” and “off design,” where on
design refers to the functionalities and states required to
execute the design mission, and off design refers to con-
ditions and operations at other than those included in the
parameters and conditions for design operability.
For design missions involving the usual architectures
and technologies and having a considerable historical ex-
perience base, most of the issues required to be satisied
are “knowns.” However, as new/unique/experimental
technologies are employed and/or for new mission con-
ditions and functionalities there arises—especially for off
design—the specter of both “known unknowns” and “un-
known unknowns.”
Autonomy, writ large, increasingly applied to an ever
broader spectrum of conditions and functionalities, sub-
sumes the conditions of both new technologies and new
operability conditions, thereby requiring trusted auton-
omy in the potential presence of known unknowns and
unknown unknowns. An obvious overarching example of
a known unknown requirement to be considered for all
autonomous systems going forward is the preservation of
electron or electronic operability—the bedrock require-
ment for autonomy. There is an increasing number of is-
sues with electronics.
Issues with electronics and their associated damage
• Degradation/failure of materials due to temperature,
mechanical, aging or radiation, etc.
• Jamming.
• Cyber, malware.
• Electromagnetic pulse (EMP), natural/space weather
and emitting equipment writ large, including fast lasers/F-
sec lasers.
The associated damage/maloperation can manifest in
multitudinous ways from the device to the systems lev-
els. Therefore, failsafe electronics designs and operation-
al modes will probably be required for trusted autonomy
going forward. Other issues with autonomous systems
derive from their speciic application and associated par-
ticulars.
Thus trusted full autonomy (systems fully operated by
machines) requires the identiication of and solutions
spaces for “untoward events” (also referred to as “edge
cases”), conditions/occurrences beyond the operational
automation functionalities and design, along with asso-
ciated system functionalities capable of accommodating
such in a safe manner.
Suggested herein is a combinational approach involv-
ing ab initio system design and an on-board resilience
system based upon big data/deep learning, which both
POSITION & HOLD
A systems approach to enable true
trusted autonomy
Solving problems with
knowns, known unknowns
and unknown unknowns.
By Dennis Bushnell,
Chief Scientist, NASA LaRC
Northrop Grumman’s X47B
ﬁghter drone is capable of
ﬂying, performing its mis-
sion and landing on aircraft
carriers either autonomous-
ly or with a ground pilot.

evaluates threats and determines, makes operational and
executes system responses utilizing the full panoply of
system capabilities in order to ensure safe operations and
trust in machine-operated systems.
Untoward events can be deined as operational and sys-
tem inputs, changes and/or occurrences beyond the func-
tional/operational “on design” events/capabilities, and
can include knowns, known unknowns and unknown
unknowns. An obvious way forward is to minimize the
number of unknown unknowns and maximize the num-
ber of knowns so that most “off design” conditions can be
dealt with via the ab initio design—if that is determined to
be eficacious—and the rest can be dealt with by an on-
board resilience system. The obvious key to doing such is
data, information, knowledge of everything (literally ev-
erything) connected with the system and its surroundings,
including potential and actual variations thereof. Also in-
cluded in this is the knowledgeability of combinational
interactions up to the systems of systems level.
Identiication and treatment of untoward events be-
gins with as complete as possible a systems operational
speciication. This includes initial, boundary and envi-
ronmental conditions as a function of space and time.
This establishes the system’s operational functionalities
and environment, and the parameterization that both
constitutes the design space and provides the speciica-
tion of the design’s normal conditions, which can then
be investigated for “off normal”/off design. It is essential
to document all “assumptions” made throughout so that
these can be scrutinized for correctness, and obviated as
a potential “untoward” if that is conceivable.
Untoward events for autonomous aviation
Using autonomous aviation as an example throughout
the rest of this section, potential sources of untoward
events include combinations of weather issues, trafic,
the health of the vehicle’s systems along with its degra-
dation and limits, and the many safety issues associated
with human factors—if such vehicle is not fully auton-
omous. In aviation, some 80% of the safety issues have
been traceable to human factors. Presumably an auton-
omous system should—and could—be safer via obvia-
tion of human factors, errors, latency, etc. However, au-
tonomous operations are typically held to much stricter
standards than manned operations. Many thousands are
killed on the roads by human operated automobiles and
over a hundred thousand in the hospitals by human ac-
tions. Society would not allow such safety performance
in an autonomous system. We have long had the capa-
bility to do wheels up to down autonomous light, but
such a system has not yet been implemented on aircraft
transporting human passengers due to the lack of trusted
autonomy, an apparent need to have humans to handle
“untoward events.”
Overall essential capability to design and operate trust-
ed autonomy aviation systems is the recently developed
and still undergoing maturation combination of big data,
deep learning, neural nets and sizable/capable comput-
ing machines. The original poster child for this capability
was the IBM Watson device, which is now being applied
across a broad range of issues including medicine. Imple-
mentation has been very successful, in many instances
constituting a narrow AI niche with at or beyond human
capabilities. Such a capability knows far more than in-
dividual humans, obviates the many sources of human
error, has much reduced human latency, and has many
other favorable attributes, including that it “cannot cash
checks” so in the long run it should be less expensive.
Given suficient information, this big data/deep learning
approach could:
• Determine to the extent possible the known unknowns
and the unknown unknowns via—among other emerging
approaches—the Steve Thaler “Creativity Machine.”
• Conduct a risk assessment, estimate which of these
risks are worrisome enough to be included in the ab in-
itio system design as additional to the usual “on design”
functionalization. This includes self repair. Usual risk as-
sessment approaches include probabilities and potential
system impacts writ large.
Other issues identiied but not directly included in the
Curiosity Rover in autonomous driving mode on Mars. Autonomous ma-
chines play a major role in space exploration, as they save the time it
takes for instructions to be transmitted to systems already on a mission.
IBM’s Watson is a cognitive computer system that learns by understand-
ing the subject’s natural language, analyzing its data and extracting
key information, rather than being programmed.
ArtworkcourtesyNASA

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vehicle design are carried over to be dealt with by an on-
board resilience system.
This on-board resilience system consists of an on-board
big data/deep learning system which continually updates
the “data” across the board and determines extant and
emerging potential threats/problems, determines solu-
tion/coping spaces, decides which is most eficacious and
executes the solution spaces to preserve lives and proper-
ty. An important aspect of this approach is that an overall
aviation corporate memory is built up via such interactive
communications, learning. Thus, the envisaged resilience
system is broadly capable and knowledgeable, not limit-
ed to a particular aircraft or type of aircraft.
Continuing to play while hurt
Such an on-board resilience system would be given au-
thority to utilize the entire vehicle system capabilities to
develop and execute solution spaces for untoward prob-
lems—not included in the ab initio system design. The
intent is that the resilience system enables the aircraft
to “play while hurt.” This capability is related to current
NASA research efforts termed “Learn To Fly”.
This overall approach uses big data/deep learning to
both improve the initial design and improve reliability/
resilience (over and above the automation of the “on de-
sign” vehicle functionalities) via a continually updated
on board “life boat” resilience system. It should provide
trusted autonomy to a level such that humans would no
longer be required for operation, which as already stated,
would obviate the large panoply of human factors errors,
thereby further ensuring and improving safety.
The major key to such an approach to trusted autono-
my, which will only improve as artiicial intelligence (AI)
further develops, is deining which/what is subsumed in
the initial design and continually updated both off-board
and on-board “big data” sets.
Some obvious cogent databases include:
• Weather: Predictions and combinational historical
extremes associated therewith, writ large.
• Integrated vehicle health management, including on-
board sensors for vehicle health assessment/management
of all systems, including structural.
• Aircraft trafic/ATM data. This includes projections to
inform potential collision possibilities and wake vortex
hazard issues, which enables constant planning of avoid-
ance maneuvers.
• Complete documentation of all aviation accidents
and near misses of any kind since the beginning of avi-
ation, both civilian and military, worldwide, along with
appropriate or actualized solution/obviation approaches.
Those who do not study history are consigned to repeat it.
• Reliability data analyses for all vehicle components
and systems.
• Complete performance speciications of system de-
sign parameters, individual components and as systems
of systems.
• Details concerning potential terrorist attacks of any
type.
• Potential cyber and EMP issues, threats and potential
impacts, and known workarounds.
• Redundant navigation approaches, positioning.
• Complete “digital twin” data bases as available.
• Communications functionality.
• Bird Prevalence, size.
• Aircraft security sitrep, writ large.
These databases consider, address and subsume the
usual sources of aircraft “accidents,” including pilot er-
ror (responsible for some 50% of all aircraft crashes), me-
chanical error (22%, includes some components of hu-
man error), weather (12%), sabotage/terrorism (9%), and
other human errors including ATC and human-caused
fuel starvation (7%).
D-Wave Systems quantum computers have control features that allow
users to tune the quantum computational process and solve problems
faster with more diverse solutions. On Sep 27, 2016 the company
announced its most advanced quantum computing system, featuring
a 2000-qubit processor that doubles the capacity of its predecessor.
Dennis Bushnell is chief scientist at the
NASA Langley Research Center, where
he is responsible for technical oversight
and advanced program formulation. His
major technical expertise includes low
physics and control, drag reduction and
advanced coniguration aeronautics.
Bushnell is a fellow of AIAA, ASME and
the Royal Aeronautical Society and a member of the
National Academy of Engineering.
PhotosbyD-WaveSystems

VIEWPOINT
This editorial is the opinion of the contributor
performance, weather conditions, other trafic, etc. In the
case of USAir Flight 1549, all of those factors and more
had to be considered—and considered quickly.
When the “Miracle on the Hudson” event originally oc-
curred, and again after seeing the recreation in the movie,
it brought back an old and very personal memory of the
loss of squadron mates during what should have been a
routine light in a USAF Fairchild C123 in the late 1960s
inVietnam. The C123 burns high-octane avgas in a pair of
Pratt & Whitney Canada R2800 radial engines. During a
routine stop on that day’s light, the airplane was refueled.
Unfortunately, and unknown to the crew, it was refueled
with jet fuel, not avgas. There was enough residual avgas
in the tanks to allow for engine start, taxi and takeoff. But
shortly after takeoff, both engines quit. The pilots chose to
attempt a return to the airport. During the turn, a wingtip
contacted terrain and the airplane crashed and caught ire
with loss of the crew. The C123 is a rugged-built airplane
and an off-airport landing, depending on circumstanc-
es, can be survivable. I do not know what was straight
ahead on that light. As the pilots were well experienced,
I assume they made what they considered the best choice.
Since that event nearly 5 decades ago, I have always
been extremely religious about checking my fuel before
every light.
Flash forward to just a month ago, when a Mooney with
3 persons on board departed an airport in my home state
of Maine and had an engine failure on takeoff. As I under-
stand it, the airplane was at an altitude of approximately
800 ft and the pilot elected to return to the airport. A suc-
cessful landing back on the runway was made. So, again,
it depends. It behooves all of us to consider in advance
how we would react in the event of loss of power during
various stages of takeoff and climb so as to be able to
exercise the good judgment and decision-making needed
for the best outcome.
Barry Valentine
Senior Advisor
The Wicks Group
Irecently saw the movie Sully, as I
am sure many Pro Pilot readers al-
ready have. Although the ilmmakers
took some liberties with the facts re-
garding the NTSB investigation and
Captain Sullenberger’s relationship
with the Board, I thought the ilm was well done over-
all. In particular, it introduced the audience—especially
non-aviators—to that process with which all pilots are fa-
miliar: Aeronautical judgment and decision-making.
There is an old adage in aviation that says, “A superior pi-
lot is one who uses superior judgment so as not to have to
use superior skill.” Although Captain Sullenberger certain-
ly had to draw upon both judgment and skill in the case
of USAir Flight 1549, the focus of the NTSB, as presented
in the ilm, was on his judgment, his skill being obvious.
One of the most critical events in light where both
good judgment and timely action are necessary is loss of
power after takeoff, and one of the key decisions a pilot
has to make is whether to land straight ahead (give or take
a few degrees) or to attempt to return to the airport in an
effort to land on a runway or surrounding lat, unobstruct-
ed surface.
Obviously, if power loss occurs immediately after take-
off or in the early stages of climb-out, there is not much
choice. I recall during the early stages of my light training
hearing repeated many times the phrase “engine failure
after takeoff, land straight ahead.” But what if the aircraft
has gained several hundred feet of altitude at the time of
power loss? Would return to the airport be a reasonable
course of action? The answer, of course, is “it depends.”
It depends on several variables such as altitude, aircraft
Aeronautical judgment and decision-making
Capt Chesley Sullenberger undoubtedly made the right decision when he ditched the US Airways Flight 1549 Airbus A320 in the glassy waters of
the Hudson River after the jet struck a ﬂock of geese and both engines lost power. However, good judgment wasn’t enough this time as it took Capt
Sullenberger’s exceptional airmanship and extensive glider ﬂying experience to perform such a life-saving maneuver.
PhotocourtesyWikimedia

R
obert Whitson, manager of
a Part 91 light department
based at MHR (Sacramento
CA), was recently faced with replac-
ing a Learjet 45 pilot that left to pur-
sue another job opportunity. Early in
the search he encountered a dilem-
ma: it’s becoming increasingly dif-
icult to ind suitable candidates as
vacancies outnumber job seekers in
the present economic climate. After
placing an ad on multiple websites
geared speciically towards corpo-
rate pilots, Capt Whitson received
only 25 resumes over the course of
3 weeks. Most interesting was the
fact that nearly all came from retired
airline pilots who seemed motivated
by the allure of continuing to ly be-
yond the mandatory age prescribed
by the Part 121 rules.
Anchored by long careers at the air-
lines, all the applications appeared
remarkably similar right down to
the buzzwords that employers typ-
ically look for: experienced, great
pilot and reliable. Yet few contained
any signiicant corporate experience
and only 3 indicated a Lear 45 type
rating (speciied on the job posting
as preferred but not required). All
the applicants resided out of state,
which would necessitate relocation
for the person that was hired (con-
sidered “non-commutable” in air-
line parlance for pilots used to living
apart from their work domicile).
Logged hours is the key
Given the fact that the experience
requirements were not onerous or
unrealistic (4000 total hours with a
preferred but not mandatory 2000
hrs turbine and 1500 hrs jet) and the
starting salary was consistent with the
range denoted in the 2016 Pro Pilot
magazine Salary Study, why so few
applicants for a job that averaged
150 light hours a year and required
few overnights? Whitson attributes
the lack of interest in corporate posi-
tions to the current hiring cycle at the
airlines, where he proclaims, “They
are sucking up people right, left and
center while the corporate world
feels the pain.” He was not opposed
to hiring an airline retiree but had to
consider that the department needed
a career-minded candidate who was
interested in living in the Sacramen-
to area and could commit to a long
stay in the position. And he was ne-
gotiable on experience contending,
“You can always train someone to ly
an airplane. Sure there’s a certain ex-
perience level to meet insurance re-
quirements, but in the end I’m more
concerned about character. Have you
ever been violated? Failed a number
of checkrides? What do other people
think of you? I’m looking for some-
one with whom we can get along,
someone who wants to do the job.”
In the end the position was illed
serendipitously. During a casual
conversation, one of Whitson’s col-
leagues mentioned a local pilot who
wasn’t looking for a job but might
consider an opportunity. After some
cajoling, the pilot accepted an offer
that came with a full PIC type rating
at the expense of the employer.
Hiring practices then and now
Long time veterans of corporate
aviation can probably recall vastly
different experiences and practices
when it came to hiring over the last 3
decades. Historically, corporate de-
partments were tight nit entities and
pilots needed an “in” just to get a re-
sume in front of the chief pilot. Often
the openings went unadvertised be-
cause they were immediately illed
with former squadron buddies, col-
lege roommates, friends, and associ-
ates from other lying jobs. In some
instances a pilot was hired on per-
severance and grit. For instance, the
young instructor from across the air-
port that occasionally sat right seat
lying charter in a Cessna C310 or
Piper Navajo but yearned for a full
time turbine slot. So he kept show-
ing up at the doorstep of his desired
future employer—seemingly daily—
and always was there with a resume
in hand, freshly updated to relect
FINDING NEW PRO PILOTS
Have we reached a bizav pilot shortage?
Part 91 av mgrs
report new pilots
are hard to find and
difficult to retain
because airlines are
eager to fill cockpits
as 121 ops increase
and graybeards retire.
By Shannon Forrest
President, Turbine Mentor
ATP/CFII. Challenger 604/605,
Gulfstream IV, MU2B
Student pilots at Pan Am International Flight
Academy in Miami FL. New pilots entering the
career are likely to experience accelerated
growth under present economic conditions.

his most recent 10 hours of time. To
some managers it was a nuisance,
but at times it was wildly successful-
ly (perhaps hiring the “offender” was
a strategy to make the annoyance
disappear, although the outcome
was an individual who really wanted
the position and felt he had attained
his dream job).
Answering ads
When ads did appear, those doing
the hiring sometimes tailored them
towards a speciic candidate, having
no intent of interviewing others for
the job—a practice that under current
law would garner Equal Employment
Opportunity Commission (EEOC)
scrutiny. Interviews of the past might
consist of a formal meeting, or a short
conversation and a handshake while
having a beverage at the local airport
bar and grill. While private owners
and smaller operators may continue
to hire pilots using the “classic” meth-
odology, medium-sized and bigger
light departments have transitioned
into a formalized approach driven by
the company’s human resource (HR)
department.
Internet job sites are also common
venues to post openings. To light
department managers, this can be a
blessing and a curse. It’s positive in
that it reaches beyond the local area
to attract a wider audience, but neg-
ative because the electronic screen-
ing process can exclude otherwise
qualiied candidates from being
granted an interview due to an error
in entering information or an unin-
tended omission. Job seekers should
also be aware that employers seek-
ing pilots advertise on websites that
solicit all occupations, not just those
related to aviation. The reason is that
companies known for speciic pro-
fessions (accounting, engineering or
manufacturing) and have hundreds
of openings at any given time, typ-
ically have contracts with agencies
to recruit these occupations. These
agreements dictate how a search for
labor is to be conducted. Because
the pilot career ield is an extremely
small percentage of a diverse work-
force, it gets shoehorned into a hir-
ing paradigm designed for other en-
deavors; a methodology meant to be
inclusive which instead could unin-
tentionally exclude applicants.
Hiring the right corporate pilot
Hiring a pilot at a large light de-
partment can be complex and time
consuming. According to an as-
sistant chief pilot at a Fortune 100
company, his hiring process starts
by writing a job description and for-
warding it to HR. Personnel within
the HR department ensure that the
submission is worded appropriately
to comply with a myriad of regula-
tions, and then it is forwarded to the
legal department for a inal signoff.
Once that happens, a recruiter is
assigned and the job is posted until
a target is reached (either a termina-
tion date or exceeding a threshold
number of applicants). Résumés that
fail to indicate the qualiications de-
noted as required are immediately
removed, whereas candidates with
preferred qualiications are rank or-
dered according to how many they
have. Eventually the queue is whit-
tled down to a manageable number
for interviews. In terms of numbers,
in 2014 an opening generated 450
résumés; approximately 25% met
the type rating and experience re-
quirement and 50 of those were con-
sidered suitable for employment.
Rick Koubsky, owner of the website
Bizjetjobs.com, offered his insight
on corporate hiring dynamics with
real world data speciic to corporate
aviation. “About 5 years ago, a Gulf-
stream V job would have gotten 50
qualiied applicants in 2 or 3 days.
And by qualiied I mean full captain,
PIC time, international experience,
etc. These days there are still appli-
cants but not to that degree. Cer-
tainly not with the experience levels
we were seeing,” he says. Koubsky
can provide subject matter expert
statistics because Bizjetjobs, which
bills itself as the “corporate pilot job
specialists,” maintains a directory
and keeps tabs on over 2000 light
departments throughout the US. He
points out that, although there are
fewer applicants as a whole, the
top tier jobs at the upper echelon of
the Fortune ranking scale continue
to receive signiicant interest, and
as a result can remain selective in
whom they hire. In some cases these
companies seek out and hand pick
resumes posted online in lieu of con-
ducting an open search. On the oth-
er end of the spectrum, on-demand
charter companies with variable
schedules and lower salaries are see-
Midsize jets
Citation III/VI/VII 120,000 92,000 144,000
Citation Excel/XLS 121,000 100,000 144,000
Citation Sovereign 128,000 97,000 155,000
Falcon 20/200 103,000 86,000 132,000
Gulfstream Astra/G100/G150 117,000 95,000 147,000
Hawker 600/700/750 102,000 84,000 136,000
Hawker 800/800XP/1000 128,000 95,000 161,000
Hawker 850/850XP/900/900XP 138,000 103,000 176,000
Learjet 35/36 90,000 78,000 111,000
Learjet 40/40XR/45/45XR 112,000 92,000 137,000
Learjet 55/60/60XR 123,000 97,000 152,000
Learjet 70/75 127,000 99,000 155,000
Light jets
Beechjet 400/Hawker 400XP 99,000 81,000 125,000
CitationJet/CJ1/CJ2 90,000 72,000 122,000
Citation II/SII/Bravo/CJ3/CJ4 99,000 79,000 133,000
Citation V/Ultra/Encore 104,000 83,000 136,000
Citation Mustang/M2 80,000 67,000 92,000
Embraer Phenom 100 90,000 73,000 114,000
Embraer Phenom 300 96,000 80,000 121,000
Premier I 90,000 71,000 115,0000
Pro Pilot 2016 Salary Study
Average Low High
Aviation dept mgr
Despite corporate pilot salaries in the 6-figure range, some employers report having difficulty
finding applicants for positions in their flight departments.

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ing an exodus as hiring heats up and
pilots lock to other jobs.
Looking at opportunities
From the perspective of the pilot,
there’s an abundance of opportunity,
especially at the entry level. In the
past, novice pilots would spend years
accruing experience before consider-
ing a vertical move. Now more than
ever pilots are especially aware of pay
increases and better working condi-
tions at competitors (however slight
they may be), enticing them to apply.
The market is especially lucrative for
contract pilots. Those with popular
type ratings can command premi-
um daily rates and ask for additional
perks like funding recurrent training
costs. Experienced corporate pilots
who want to transition to a different
light department (a lateral move ca-
reer wise) have options as well.
Scott is a corporate pilot who spent
16 years at the same company but is
currently entertaining job offers with
other organizations. Because of his
situation, he asked to remain anony-
mous. Scott suggests that the current
trend ensures that the relationship
between employee and employer
is “mutually beneicial.” In other
words, the days of accepting the irst
offer that comes along or working
under the guise of, “there’s 1000 pi-
lots behind you who want your job,”
are over—at least temporarily. Some
pilots are even switching genres and
leaving corporate aviation for the
major airlines, citing record hiring,
guaranteed career progression based
on the seniority system, and a union
contract as the reason why.
Does a pilot shortage exist?
Certain topics evoke strong emo-
tions from pilots across all facets
of the industry, and the notion of a
shortage is one of them. By Web-
ster’s deinition a shortage is a state
in which there’s not enough of some-
thing that is needed. Whether or not
a scarcity of pilots exists on a nation-
al (or even global) level has always
led to contentious debate.
In the airline world the unions
contend that it’s basic economics:
pay more and more pilots will come.
Of course, the underlying premise
is that there’s a surplus of qualiied
pilots sitting on the sidelines waiting
to jump in if the money is right. Data
provided by the FAA shows that at
the end of 2015 there were 149,957
ATP airplane pilots considered active
(deined as holding a certiicate in
combination with a valid medical).
That’s a signiicant number and it’s
unlikely they all want airline careers.
More often than not, perception
drives behavior. Unfortunately for
humans, perception incorporates
a host of psychological biases that
may not be correct. Belief in a short-
age is inherently personal, especially
for those who have spent time in the
profession.
Remedies for the shortage
Pilots who sought work under the
pay for training schemata of the 1990s
and those furloughed after 9/11 have
entirely different beliefs than region-
al jet pilots who were hired with 400
hours and upgraded to captain rap-
idly. Viewpoints on the issue can be
myopic because a person only draws
from a bank of experiences relative to
one’s time in the industry. A scientist
might say the data is not statistically
signiicant because the timeframe is
so short (we’ve only been lying for
a little over a hundred years). Who
knows what the situation will look
like 100 years from now when we
have a bicentennial of data to draw
from and the sky is full of UAVs. Will
advances in automation reduce or
eliminate the need for pilots down
the road? At one time there was a
shortage of stage coach drivers right
before the railroad and automobiles
rendered them jobless.
In theory, a perceived shortage
could be remedied by rescinding
the ATP requirement and upping the
mandatory retirement age at the air-
lines. Granted, the mandate would
be political suicide and have a po-
tentially deleterious impact on safe-
ty. But in a strictly numbers game, it
offers an interim ix. The underlying
issue seems to be a shortage of ex-
perience relative to the task; some-
thing that needs to be addressed at
the light training level (does it make
sense to spend 1500 hours doing pat-
tern work with the goal of a job that
moves people from point A to B).
History will ultimately dictate
whether an unprecedented shortage
existed or whether it was simply a
market anomaly or black swan. In
the short term, employers who want
to attract or retain pilots need to fo-
cus on 2 things every pilot seems to
agree on: pay in combination with
quality of life.
Shannon Forrest is
a current line pilot,
CRM facilitator and
aviation safety con-
sultant. He has over
10,000 hours and
holds a degree in be-
havioral psychology.
Captain
Bombardier CRJ100/200 90,000 64,000 116,000
Bombardier CRJ700 92,000 67,000 119,000
Bombardier CRJ900 95,000 75,000 122,000
Embraer ERJ135 84,000 59,000 97,000
Embraer ERJ140/145 88,000 69,000 114,000
Embraer 170/175 92,000 67,000 119,000
Embraer 190/195 95,000 75,000 122,000
First Ofﬁcer
Bombardier CRJ100/200 44,000 32,000 58,000
Bombardier CRJ700 45,000 35,000 63,000
Bombardier CRJ900 49,000 38,000 68,000
Embraer ERJ135 43,000 32,000 58,000
Embraer ERJ140/145 45,000 35,000 64,000
Embraer 170/175 47,000 38,000 68,000
Embraer 190/195 49,000 39,000 69,000
Pro Pilot 2016 Salary Study
Average Low High
Regional Jet
In an effort to attract and retain pilots, some regional airlines are increasing salaries and offering
employment bonuses.

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I
recently heard an air trafic con-
troller lament the fact that he
didn’t talk with his kids much. “We
just text,” he said. Thinking this was a
family affair, I was surprised to ind
that he was actually talking about the
change in air trafic communications.
This controller was beginning to miss
the daily babble of the pilots with the
controllers. And so the movement has
begun with advanced means of com-
munications to more to operate more
eficiently in congested airspace. It
requires more than just “checking
in” in order to deconlict a conversa-
tion between pilots and controllers,
eliminating being “stepped on” and
providing the ability for ATC to as-
sess your aircraft equipage and take
advantage of the way various arriv-
als are equipped. Just checking in is
old school.
The issue of advanced aircraft
communications is also driven by
mandates and programs mainly in
the US and EU to modernize air traf-
ic management. The “management”
part is the key, and is solely based on
accommodating trafic growth that
we each compete in for the North
Atlantic tracks, arrival times and ulti-
mately a parking space on the ramp.
And the reasons are simple: There is
a global demand for a schedule that
puts you at your destination at the
time you said you would be there.
As a light department lightcrew
member, remember that for those
COCKPIT EVOLUTION
Advanced aircraft communications
Avoiding voice babble using text with CPDLC, ADS-B and beyond.
By Glenn Connor
President, Discover Technology Intl
ATP. Cessna 425
In Gulfstream G500 and G600, the lower touchscreen is used for choosing display options. It also
allows pilots to access to ﬂightdeck functions.
Gulfstream’s Symmetry ﬂightdeck is
an advanced design based on pilot
inputs and needs, and the touchscreen
technology provides an easier mean
for CPDLC and datacom functions.
ImagescourtesyGulfstream

The volume of aircraft that need to comply with the ADS-B Out mandate
before the end of 2019 is staggering. Don’t wait. Upgrade today and take
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who frequent the international
routes, the term “mandate” seems to
be getting louder. But from a prac-
tical viewpoint, what does mandate
mean to you? Are you supposed to
buy something? Should you upgrade
to something? Or will the manufac-
turers keep you up to date? The com-
plications seem to grow with each
government program, conference
and convention. There is now FANS
1/A, FANS B, Link 2000+, ADS-B,
ICAO’s Block Upgrades... And the
list just keeps growing.
Merging of communications for
the lightdeck
The reality is that the various
means of communications are merg-
ing for the lightdeck. We have mul-
tiple receivers that enable us to see
non-radar trafic, communicate data
about our aircraft, our intentions and
route of light. Controller pilot data
link communications (CPDLC) is
another form of talking for the crew.
What is interesting to note is that our
society has also been changing the
use of the phone from just voice to
predominately texting. And for many
of the younger generation, texting
seems as natural as the use of the
radio to many pilots of today. And
so for aircraft operations we are also
moving more from verbal to alpha-
numerics communications.
For the near future, the challenge
is about to become a inancial one,
beginning with the recognition that
aviation is on the brink of another
change. Communications will be-
come more digital text with instruc-
tions that can be loaded into the air-
craft for immediate action, and the
issue of consolidation of ADS-B, CP-
DLC, FANS, etc, may create a single
pilot interface.
The digital dilemma
Given the slow growth of all forms
of digital data communications start-
ing with ACARS and FANS, eventu-
ally will require a complete system
change. NextGen, and what CPDLC
and ADS-B all actively provide, is
precisely that: data. But some of the
government-designed communica-
tions programs have seemingly been
living in different and unconnected
worlds for general aviation, bizjets
and airlines.
The history behind each system,
especially the big iron airline opera-
tions, has always been limited to an-
cient aeronautical standards or the
growth of more boxes. Not until the
emergence of technology for both
Part 23 and Part 25 from Garmin,
Honeywell, Rockwell and Universal
was there a consolidation in either
boxes or thinking for the cockpit.
But for the modern lightdeck, ad-
ditional and redundant communi-
cation systems mean paying extra
for those data services and install-
ing more boxes to receive it. So the
issue becomes more about consol-
idation, what the near term choices
are, and how all this will affect the
pilot’s ability to operate in the com-
ing airspace.
Today’s CPDLC offerings
All of the major aircraft manufac-
turers have taken up the challenge
to manage the communications
dilemma in the aircraft. And all of
the trusted avionics suppliers have
developed systems that meet the
mandates and, although pricey, are
affordable.
Garmin has introduced its GTC
570 touchscreen controller unit as
an emerging idea in how a pilot
interacts with Garmin’s integrated
lightdecks (eg G5000). The GTC
570 enables some lexibility in the
way to interact with the aircraft. But
the new system also supports the
standard data block format of log-
ging on, reception of the canned
message, acknowledgment, etc.
Convention can be maintained at
the machine level, but done differ-
ently at the human level.
Through its GTC 570 unit, Garmin
has developed the appearance and
look of messaging that seems similar
to a smartphone experience, which
is much more intuitive than the con-
ventional ICAO standard used with
Through its GTC 570 unit, Garmin has developed the appearance and look of messaging that seems similar to a smartphone experience, which is much
more intuitive than the conventional ICAO standard used with an FMS.
ImagecourtesyGarmin

At American Aero FTW, giving generously to the
Navy Seal Foundation, the Marine Corps Toys-for-
Tots Program and our local community reminds us
that being a great FBO is a lot more than popcorn,
cookies or a quick turn. Philanthropy teaches us
about doing the right thing- always. Isn’t it time
your FBO served you with a sense of purpose?
Hello. My name is American Aero FTW.
At American Aero FTW, giving generously to the
Navy Seal Foundation, the Marine Corps Toys-for-
Tots Program and our local community reminds us
that being a great FBO is a lot more than popcorn,
cookies or a quick turn. Philanthropy teaches us
about doing the right thing- always. Isn’t it time
your FBO served you with a sense of purpose?
P H I L A N T H R O P Y
R I G G S B R OW N
VOTE AMERICAN AERO FTW NUMBER 1 IN THE PROFESSIONAL PILOT PRASE SURVEY
A M E R I C A N A E R O F T W | 2 5 1 A M E R I C A N C O N C O U R S E | F T W O R T H , T X | 7 6 1 0 6 | W W W . A M E R I C A N A E R O F T W . C O M
8 8 8 . 9 7 3 . 5 8 6 7

an FMS. The linking of messages,
showing a “draft” message and “op-
tions” gives context to what a pilot
is doing, communicating rather than
using the machine format of “send,”
“receive” and “acknowledge” ro-
bot style. If you look closely at the
new Garmin CPDLC, you see all
of the NAV and COM frequencies
and CPDLC selection possibilities in
one glance.
Universal Avionics has developed
a new integrated lightdeck with
an advanced system called InSight,
which combines the control of light
displays, FMS, radios, weather, traf-
ic and terrain into a centralized
control device called Electronic
Control Display Unit (ECDU). The
latest Universal Avionics capabilities
are also handy for a simple means in
which to log on and use digital text
to communicate with ease.
Universal Avionics Pres Ted Naim-
er, a well-known pilot and developer
of cockpit technologies, points out
his experience with CPDLC during
recent light trails. “CPDLC address-
es the problem of the particular ac-
cents of air trafic controllers that
might be dificult to understand in
normal voice communication when
the reception quality is already com-
promised,” Naimer declares.
ADS-C is another capability that
Universal Avionics offers, provid-
ing the means for automated posi-
tion reporting. Naimer goes further
regarding what the digital age holds
for you as a pilot as well as for
your passengers. For example, ar-
rival “slots” will be given based on
your ability to communicate and to
be better controlled by ATC. In
Europe, for example, if you have Link
2000 you’ll be a step ahead and will
have the ability to arrive on time.
Naimer also points out that voice
is quicker and more practical in
the terminal area, but not for the en-
route phase, where digital commu-
nication and alphanumeric messag-
es will make interactions between
the pilot and the controllers easier
and more accurate.
Airport departure and arrival in-
formation via CPDLC will give ATC
a better opportunity to manage the
trafic more eficiently. Naimer puts
CPDLC at the top of the list of “must-
haves” for a modern lightdeck.
Honeywell has had a long legacy
in the FANS and CPDLC arena, ad-
dressing radios, controls and mes-
saging. Advanced developments
shown often by Honeywell for the
lightdeck avionics installed in Gulf-
stream, Dassault and Embraer air-
craft are the high end of the bizjet
world. But Honeywell is not sitting
on yesterday’s accomplishments, so
the company is developing new and
more advanced equipment. The new
Gulfstream Symmetry lightdeck has
begun the transition for large cabin
aircraft in the digital age of lightdeck
conversations, enabling a lightcrew
to text and receive clearances and
requests without the crackle of the
old HF radio.
Rockwell Collins has been pursu-
ing touch-controlled screens with its
Pro Line Fusion lightdeck. And the
company’s new design enables di-
rect touch of a CPDLC message for
display and response.
Rockwell Collins has earned some
large program contracts with Boeing
for the 737 Max, as well as with sev-
eral other commercial air transport
aircraft manufacturers. CPDLC and
FANS 1/A are keys for the airlines in-
dustry. But the recent charge into the
Part 23 market with the King Air Pro
Line Fusion packages makes it pos-
sible to bring a modern operation to
a timeless platform—including ad-
vanced communication systems.
Cyber security is an issue worth
the mention. Standards for today’s
aircraft architecture are pretty closed
circuit. But the trend in opening up
Bluetooth and Wi-Fi to enable the
interaction of iPads and other devic-
es that may be used for messaging
with ATC or to insert lightplans does
crack the door open to the security
concerns of many. In aviation, the
standards and the practical com-
plexities of the aircraft have kept
humans in the executive roll—so far.
But to ward off the worry, industry
leaders and FAA oficials have estab-
lished working groups and standards
to limit intrusions. In the near future,
aircraft cyber security needs to be
addressed.
Universal Avionics UniLink UL800/801 Commu-
nications Management Unit (CMU) and Satel-
lite-Based Augmentation System – Flight Man-
agement System (SBAS-FMS) enables CPDLC ops.
Ted Naimer, president of Universal Avionics,
has conducted tests around the world to vali-
date the company’s new CPDLC systems.
ImagecourtesyUniversalAvionics

American Aero FTW was the first FBO in the country
to achieve IS-BAH Certification. As proud as we
are of that milestone, being a truly safe FBO is a lot
more than a plaque on a wall. To me, it’s about
conducting yourself professionally and acting with
purpose each day. It’s why I work here. It’s who I
am.
American Aero FTW was the first FBO in the country
to achieve IS-BAH Certification. As proud as we
are of that milestone, being a truly safe FBO is a lot
more than a plaque on a wall. To me, it’s about
conducting yourself professionally and acting with
purpose each day. It’s why I work here. It’s who I
am.
P U R P O S E
D A N I E L G O N Z A L EZ
8 8 8 . 9 7 3 . 5 8 6 7

The future of data links
FAA’s recently published AC 20-
140C starts with deining data link
as a generic term that “encompass-
es different types of data link sys-
tems and networks.” So the FAA is
thinking ahead. The question here is:
When will we get a single means to
communicate on the lightdeck?
If you consider the basic aircraft
operation with voice, you, the pi-
lot, may start with the ATIS then
go to Clearance Delivery, followed
by Ground, Tower, Departure, etc.
These subdivisions and sequences
cover the movement of the aircraft
by phase of light to manage the
number of voices at any given mo-
ment. But even a radio call is com-
plicated by a barrage of increasing
competition for space to “talk” or
transmit essential information.
The day has already arrived in sev-
eral big cities where waiting to talk
for a clearance adds delays. And even
though it’s only a few minutes, these
delays cost thousands of dollars and
are not tolerable. However, this is not
an issue in the digital data world of
communications, so the emphasis can
be put on the data and decision-mak-
ing for spacing, timing, slot times, or
whatever the request may be.
Now is the time for the OEM to
think a bit outside the box. Recog-
nizing the box is, for the near term,
an existing and somewhat antique
standard of avionics on the verge
Innovations in Rockwell Collins ProLine Fusion ﬂightdeck avionics are designed with more touchscreen ﬂexibility, providing the means for future
growth with CPDLC operations.
of a major change. So iguratively
speaking, sitting on top of the box
with a suggested action coming from
voice to text or from an artiicial in-
telligence can be accomplished only
with clever avionics.
Challenges facing avionics
manufacturers
The avionics designer is also faced
with moving against an old interna-
tional standard, trying to create new
forms of communication, perhaps
with a new format. The new format
for CPDLC may include additional
“attached” data from the aircraft—
much like ADS-B regarding details
such as aircraft equipage and in-
tent on the arrival. Consider a bizjet
equipped with EFVS HUD arriving
in the NewYork area with the weath-
er less than Cat I. The approach con-
troller may have a built-in plan to
shufle trafic to the nearest Cat II
ILS, or ask if you want to hold. An
EFVS-equipped jet would most likely
be headed for the RNAV or ILS Cat
I approach knowing that EFVS will
get them on the ground. But try this
with just a radio, detailed conversa-
tion with ATC on a busy New York
day in weather. It just isn’t happen-
ing. Whereas data from your aircraft
with clear intent is most likely a click
away to acceptance by the control-
ler. It’s a win–win for all. Expanding
what information is coming from the
aircraft such as its avionics capabil-
ity, weather minimums and whether
it is EFVS-equipped can help ATC
sort out arrivals and approaches and
keep up the tempo.
The challenge is where in the near
future can the consolidation go so as
to get the lightcrew back to lying
rather than typing again. The limita-
tion actually is being tied to the FMS
as the central player in digital com-
munications.
Now take for example any smart-
phone texting. The device can be
conigured for voice-to-text func-
tionality, which is really helpful
when you are driving. All of the ma-
chine level handshakes of data for-
mats, logging in, transactions, etc,
happened without human participa-
tion. Hence the large worldwide text
communications we have today at a
personal level. The future of aircraft
and air trafic communications will
be in an advanced form of what we
now call CPDLC. The direction is
evident. This new technology is soon
to shake some of the older conven-
tions, and we may ind the future as
bright as it used to be.
Glenn Connor is
president of Dis-
cover Technology
Intl. He is a pilot
and a researcher
specializing in the
development of
enhanced vision
systems and advanced avionics.
ImagecourtesyRockwellCollins

Can you hear that? I can. At American Aero FTW,
we’ve learned service begins with the ability to
listen for what isn’t being said, and to predict a
need before being asked. And, while all of us share
a common passion for serving others, we also
practice a lost art. Patience. So come get to know
us, we’re listening.
Can you hear that? I can. At American Aero FTW,
we’ve learned service begins with the ability to
listen for what isn’t being said, and to predict a
need before being asked. And, while all of us share
a common passion for serving others, we also
practice a lost art. Patience. So come get to know
us, we’re listening.
PAT I E N C E
JAC K I E GAT E S
8 8 8 . 9 7 3 . 5 8 6 7

Cartoon art by
We invite readers to submit story lines that would work for a 6-panel Sid and Star cartoon. Send your thoughts by e-mail to Pro Pilot Publisher
Murray Smith at murray@propilotmag.com. If we use your idea we’ll credit you by name and pay you $100.

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




 
 






 




  



 
 
 
  


 


 
 
 




  


Not to be used for navigational purposes
ReproducedwithpermissionofJeppesenSanderson.Reducedforillustrativepurposes.
Terminal Checklist 11/16Answers on page 36
Refer to the 22-1 RNAV (GPS) Rwy 13 for KMDT/MDT (Harris-
burg, PA) when necessary to answer the following questions:
1. If a NOTAM for KMDT states that “WAAS LPV AND LNAV/
VNAV MNM UNREL,” the approach may not be lown to
LPV minimums.
a True b False
2. The temperature is −18° C. Select the true statement(s)
about the cold temperature operations that apply to this
approach.
a The approach is not authorized.
b Cold temperature altitude corrections are required.
c Cold temperature corrections must be applied to ATC
assigned altitudes.
d Cold temperature altitude corrections for each approach
segment must be reported to ATC.
e The approach may not be low to LNAV/VNAV mini-
mums with an uncompensated baro-VNAV system.
3. Select all that apply. TAA altitudes_____
a replace the MSA altitude.
b provide at least 1000 ft of obstacle clearance.
c provide at least 2000 ft of obstacle clearance.
d should only be used during emergency operations.
4. The magnetic bearing to ITGUW, TIHYI, or ARRUY may be
used to determine which area of the TAA the aircraft will
enter and the appropriate minimum altitudes to use.
a True b False
5. Select all that apply. A light at 5000 ft MSL that is cleared
for the approach while proceeding direct to ARRUY on a
bearing of 120° should______
a descend to 4000 ft MSL within 30 nm.
b descend to 3500 ft MSL within 30 nm.
c perform a direct entry to the course reversal.
d turn to intercept a course of 128°at ARRUY.
e descend to 3500 ft MSL while performing the course
reversal.
6. A light at 4000 ft MSL that is cleared direct to TIHYI that
is not cleared for the approach may descend to 3500 ft
MSL within 30 nm of TIHYI.
a True b False
7. Which segments of the approach procedure have a mini-
mum altitude of 3500 ft MSL?
a Proceeding to ITGUW from the northeast within 30 nm.
b Proceeding to ARRUY from the northwest within 30 nm.
c On a course of 038° from TIHYI to ARRUY.
d On a course of 218° from ITGUW to ARRUY.
e On a course of 128° from ARRUY to AXAYI.
f Performing the course reversal.
8. To ly the approach to the LPV DA of 558 ft MSL,_____
a RAIM must be available.
b the ALSF-II must be operational.
c the aircraft must have WAAS-certiied GPS equipment.
d the aircraft may use baro-VNAV equipment to track the
glidepath.
9. Select the true statement(s) regarding the landing minimums.
a All minimum visibilities increase if the ALS is inoperative.
b The straight-in landing LNAV MDA is the same as the
circle-to-land MDA.
c The LNAV minimum visibility and MDA are lower than the
LNAV/VNAV minimums.
d The minimum visibility is the same for both LPV and LNAV
procedures with an operating ALS for category A aircraft.
An aircraft is lying to LNAV minimums with GPS equipment
that is not WAAS-certiied. If the GPS equipment displays a
RAIM failure prior to the FAF, the approach should be
continued to landing because the GPS equipment continues to
operate for up to 5 minutes.
a True b False
10.

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Answers to TC 11/16 questions
1. b According to the AIM 1-1-20, the term UNRELIABLE in WAAS-related
NOTAMs is an advisory to pilots indicating that the expected level of WAAS
service (LNAV/VNAV, LPV) may not be available. However, WAAS
UNRELIABLE NOTAMs are predictive in nature and published for light-
planning purposes. Upon commencing an approach at locations NOTAMed
“WAAS UNRELIABLE,” if the WAAS-certiied GPS equipment indicates
LNAV/VNAV or LPV service is available, then vertical guidance may be used
to complete the approach with the displayed level of service. Should an
outage occur during the approach, reversion to LNAV minima may be required.
2. b, e Procedural note 2 in the Brieing Strip indicates that lying the approach to
LNAV/VNAV minimums is not authorized for uncompensated Baro-VNAV
systems when the temperature is −15° C. Procedural note 4 indicates that cold
altitude corrections are required at or below −17° C. The FAA NOTAM, Cold
Temperature Restricted Airports indicates that pilots without temperature
compensating equipment must calculate and make a manual cold tempera-
ture altitude corrections using the AIM 7-2-3, ICAO Cold Temperature Error
Table. Jeppesen provides a Cold Temperature Correction Table on a separate
chart for the airport. On initial contact with the ATC facility issuing the
approach clearance, pilots must report cold temperature corrected altitudes
that apply to an intermediate segment and/or a published missed approach
inal altitude. Pilots should not apply cold temperature corrections to ATC
assigned altitudes.
3. a, b According to the AIM 5-4-5(d), altitudes published within the TAA replace
the MSA altitude and provide at least 1000 ft of obstacle clearance and more in
mountainous areas. However, unlike MSA altitudes, which are only used in
emergency situations, TAA altitudes are operationally useable altitudes.
4. b According the AIM 5-4-5(d), “the pilot can determine which area of the TAA
the aircraft will enter by determining the magnetic bearing of the aircraft TO
the ix labeled IF/IAF. The bearing should then be compared to the published
lateral boundary bearings that deine the TAA areas. Do not use the magnetic
bearing to the right-base or left-base IAFs to determine position.” In this case,
ARRUY is the IF/IAF.
5. a, d According to the TAA icon in the upper left of the plan view, a light
proceeding to ARRUY on a bearing between 038° to 218° may descend to a
minimum altitude of 4000 ft MSL within 30 nm and 3500 ft MSL within
10 nm. Balllag note 1 “NoPT” indicates that a course reversal is not
10. b
authorized upon reaching ARRUY—the aircraft should turn to intercept the
inal approach course of 128°.
6. b According to the AIM 5-4-5, pilots entering the TAA and cleared by ATC
are expected to proceed directly to the IAF associated with that TAA area at
the altitude depicted, unless otherwise cleared by ATC. However, a clearance
direct to an IAF without a clearance for the procedure does not authorize a
pilot to descend to a lower TAA altitude.
7. a, c, d, f According to the plan and proile views, 2 segments of the approach
prior to reaching AXAJI FAF don’t have a minimum altitude of 3500 ft MSL: The
Northwest TAA icon shows 4000 ft MSL within 30 nm to 10 nm from ARRUY and
the proile view indicates a minimum altitude of 2500 from ARRUY to AXAJI.
8. c The aircraft must have GPS equipment certiied for WAAS capability in order
to ly to LPV minimums. Baro-VNAV equipment may not be used. The use
of WAAS-certiied equipment does not require RAIM. The landing minimums
section shows that the DA of 558 ft MSL still applies if the approach light
system (in this case an ALSF-II) is inoperative. However, the minimum
visibility does increase.
9. b, c, d The landing minimums section shows an increase in visibility with
an inoperative ALS for approaches to LPV and LNAV minimums. However,
the LNAV/VNAV visibility is 5 sm regardless of the status of the ALS. The LNAV
MDA of 1180 ft MSL applies whether landing straight-in or when circling to
land. The LNAV minimums are lower than the LNAV/VNAV minimums. This
is because performing the approach to the LNAV MDA brings the aircraft
closer to the runway before reaching the missed approach point and different
obstacle assessment areas apply to each approach type. A minimum visibility
of RVR 24 applies to all aircraft lying approaches to LPV minimums and to
category A aircraft using LNAV minimums.
According to the AIM 1-1-19, if RAIM is not available prior to beginning the
approach, another type of navigation and approach system should be used.
When lying an approach procedure with non-WAAS GPS equipment, the
receiver performs a RAIM prediction at least 2 nm prior to the FAF to ensure
RAIM availability before it enters approach mode. If the receiver indicates
a RAIM failure prior to or after the FAF, the aircraft must not descend to the
DA or MDA but should proceed to the missed approach point, perform the
missed approach procedure, and contact ATC as soon as possible. However,
typically if a RAIM failure occurs after the FAF, the GPS equipment continues
to operate without a failure indication for up to 5 minutes so the approach can
be completed.

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T
he Timken Roller Bearing Company was founded
in 1899 in Canton OH by Henry Timken Senior. At
latest count, the company had 16,000 employees
worldwide.
The next generation ofTimkens, Henry and his wife Lou-
ise, alternated as pilots on their Morane-Saulnier MS760
Paris small jet during the late 1950s and early 1960s. This
was an ideal set-up because this 4-place aircraft was re-
ally best suited for 2 persons only. With only a tiny bag-
gage compartment, the rear seats provided the space for
luggage. Beech Aircraft had a license agreement to build
the aircraft in the US but never produced any copies, al-
though Beech sold a few of these MS760s. Frank Sinatra
was one of the buyers.
MS760 Paris was a beautiful small aircraft but it had in-
adequate range to make it non-stop from Ohio to Southern
Arizona, where the Timken’s alternate home was located.
Largely because of this, in 1965 the Timkens upgraded to
a Learjet 23 (serial number 23-015), which proved to be
just the right aircraft for them. Frank Sinatra also upgraded
to a Learjet 23 a short time later.
The Timkens made 2 European trips in their new Learjet.
Few business jets in those days, including the Learjet 23,
could make a trans-Atlantic crossing non-stop, so refueling
stops were necessary at Gander, Newfoundland, Green-
land and Iceland before reaching the European continent.
Having already made this trip several times with Hank
Beaird, our chief test pilot, I was asked to brief the Timkens
before their 1st trip. After this, I occasionally saw Louise
when she came to Wichita for service on her Learjet.
To the best of my recollection, in the brieing, I indicat-
ed that the controller in Gander would try to hold them
down at lower altitudes for a gradual climb to FL410. The
Canadians apparently could not believe that the Lear 23
ALEX REMEMBERS
a personal memoir
Louise Timken, a great lady of aviation,
ﬂew a French MS760 and a Learjet 23
By Alex Kvassay
Former Beech and Learjet Sales Executive
Beech had a license agreement to build and market the French MS760
Paris in the US. Although a few were sold, none were built by Beech.
Henry and Louise Timken began ﬂying jet aircraft in the
late 1950s. Both had Learjet type ratings.
Here is Louise Timken with her Morane-Saulnier MS760 Paris on a visit to YNG
(Youngstown-Warren, OH). The man with Louise is believed to be an employee of
Youngstown Aviation.

PROFESSIONAL PILOT / November 2016 39
can shoot to 41,000 ft directly—even at full gross weight.
I remember saying to them, “If the weather is clear, ar-
gue with the controller while climbing like hell right up
to FL410. You cannot afford to waste fuel by lingering at
lower altitudes on such a light.”
Upon delivery of their new Learjet, Bill Webster, our
treasurer, remarked that some $600,000 was still due for
payment for the plane. Henry took out his checkbook and
wrote out a personal check for the balance. This was his
personal airplane, not an aircraft for the Timken Com-
pany. At that time, in the 1960s, the company owned a
Mitchell B25 and a Rockwell Jet Commander, which later
was traded for a Sabreliner, followed by a Cessna Citation
II. Several corporate pilots lew at one time for the Tim-
kens, including Jack Yarger, David Settle and Ed (Moose)
Skowron.
After Henry’s death in 1968, Louise became the cap-
tain on the Lear. She had begun lying in 1943, and over
Alex Kvassay spent 30 years in
international business aviation sales,
working for both Beech and Learjet,
concluding with Management Jets World-
wide, of which he was CEO, based in
Paris. His book, “Alex in Wonderland”,
outlines his life and career. Now 89, his
300 scrapbooks assembled after each of
his milestone trips abroad, serve as basis for this series.
Basis of the Timken fortune
were roller bearings, like
this one, produced by the
Timken Roller Bearing
Company in Canton OH.
her lying career logged 2300 jet hours. She was the 1st
woman to qualify for a Learjet type rating. Flying the Lear,
the FAA required a copilot. Louise was used to lying the
MS760 as a single pilot. She did not like the idea of ly-
ing with another pilot in the cockpit. One of those pilots
remembered that by seeing her wave off the hand of the
copilot after takeoff. She made it clear that she did not
want any assistance in lying the aircraft. She told me that
after landing her Learjet in London, she was refused to
rent a car. In England, people aged 80 are judged as being
too old to drive a rental car.
Gradually, Louise’s eyesight deteriorated. When I last
saw her in Tucson AZ in 1996, she told me that she could
no longer read my book Alex in Wonderland but had her
caretaker read it aloud for her. By then she also had do-
nated her Learjet 23, with a low number of light hours
logged, to the Pima Air Museum in Tucson, where it is still
on display at this time. Louise died in 1998.
I want to thank Jack Timken, Louise’s nephew and pres-
ident of the Timken Foundation, for his help in providing
some information and some of the photos for this article.
I feel honored having known Louise.
Louise Timken
and Moya Lear,
wife of Bill Lear,
were close
friends.
Louise Timken
attending the Arizona
Aviation Hall of Fame
induction of her friend
Jim Greenwood
in 1996.
Late in her life, Louise
donated the Timken’s
early model Learjet
23 to the Pima Air
Museum in Tucson
AZ, where it still is in
exhibition.
Like the Timkens,
Frank Sinatra pur-
chased and operated
an MS760. He also
bought a Learjet 23
in 1966.

As new technology evolves, em-
ployees will necessarily be-
come more lexible and will live
further out, at greater distances
from their work place. Flight will
become more commonplace and
personal aircraft will have more
use, just as the automobile gained
increased acceptance in the past.
Perhaps there will be home-based
VTOL aircraft in our driveways.
Ronald Butts
ATP. Hawker 800A
Chief Pilot
Gryphon Air
North Las Vegas NV
Corporate aviation is married to
the economy. When there was
an economic downturn 7 years ago
light departments that had been
considered bedrocks of business
disappeared. It took some years
to reestablish both economic and
political stability and bring back
order to the bizjet market. Now
it’s refreshing to see new models
being certiied or in the works,
creating the anticipation that new
aircraft orders from a myriad of
businesses will be forthcoming.
Other changes include FBO merg-
ers, a pilot shortage that may pre-
cipitate new entry-level aircraft,
and technological changes in ATC
spawned by FAA that are radical-
ly changing lightdecks. So all in
all I’m optimistic that there is a
bright future forthcoming in our avi-
ation world.
Morris Silverman
ATP. Falcon 2000EASy &
Gulfstream G550
International Captain
Visa Aviation
Hayward CA
Seems to me that with the evident
advancements in cockpit tech-
nology coupled with pilot short-
ages, there will be more and more
single pilot operations in the small-
er corporate light depts as well as
in fractional and charter operations.
Harvey Meharry
ATP. Hawker 400XP
Flt Dept Mgr & Chief Pilot
Southern Multifoods
Rusk TX
My aviation segment is the off-
shore helicopter industry. It’s
presently going through a tough dry
season. I’ve heard some offshore
pilot veterans tell me they haven’t
seen it this bad since the 1980s.
Obviously, the future of the offshore
industry depends on the price of
oil. If it stays at its present stagnant
level I predict a slow decline with
the weaker operators going out of
business. If crude goes above $60
a barrel we’ll have some modest
growth. If oil goes up to $80 a bar-
rel, the offshore industry will begin
to recover and be healthy again. But
being realistic I predict a decline
for next year. Hopefully that will be
followed by modest growth after 2
years. And 5 years from now, with
the price of oil rebounding, I think
the offshore industry will have fully
recovered.
Michael O’Brien
ATP/Helo/CFII. Leonardo AW139
& Sikorsky S92
Captain
PHI
Cantonment FL
How do you see the future for your segment of aviation?

Squawk Ident
Our light dept is a small Part 91
single owner operation without
cost restrictions. The convenience
and privacy we provide for our prin-
cipal is quite solid. He likes to ly in
his own jet and won’t give that up
unless he were to experience a seri-
ous inancial downturn. The aircraft
owner, because he lies for pleasure,
doesn’t try to justify the costs as is
the case in companies using their
planes as business tools. And as the
airlines get more congested, I feel
the value of private lying rises.
Paul Schmitt
Comm-Multi-Inst. Citation CE650
Pilot
CDWA
Missouri City TX
Vertical lift is going to grow big-
ger and bigger. New technology
is forthcoming with more eficient
designs. Intelligent high-memory
autopilots will allow helicopters to
be safer and more reliable so that
people will start to utilize them
more and more. Especially once
they learn about the time saving by
going door to door instead of airport
to airport and all the while this air
travel being super-safe and reliable.
Operators and passengers alike will
ind that helicopters will save them
valuable time to allow them to be
more productive.
Michael Zangara
ATP/Helo/CFII. Sikorsky S76
Chief Pilot
Associated Aircraft Group
Highland NY
We see the corporate aircraft
industry becoming more ma-
ture. The world has witnessed a
slow down in worldwide executive
jet sales. I see the corporate aircraft
market stagnating as the demand for
bizjets seems to be getting saturated.
Jack Silva
ATP/A&P. King Air B200
Owner
SAS Pilot Services
Salmon ID
Iam a publicly-funded law enforce-
ment pilot. My aviation ield is
constantly affected by the ebb and
low of the economy. Because of
this, we have seen, and will prob-
ably continue to see, a reduction in
leet sizes with an emphasis placed
more on advanced technologies.
While never completely replacing
manned operations, I believe that
the use of UAVs (Unmanned Aerial
Vehicles) in public safety will in-
crease, especially over the next de-
cade. As the use of UAVs becomes
more accepted and their applicabil-
ity to airborne policing is realized,
the reduced cost and increased
safety will have even greater appeal
to the taxpayers who are funding
these operations.
Brent Bundy
Comm-Multi-Inst/Helo.
Airbus AS350B3 &
Cessna 182/172
Oficer/Rescue Pilot
Phoenix Police Department
Phoenix AZ
800.539.5055
sakeraviation.com/gck
Unicom 122.950
2117 South Air Service Rd.
Garden City, KS 67846
LOYALTY

Let’s label how I see the future of
my segment of aviation as uncer-
tain. Our light ops program is at
the small end of business aviation. I
ind that the pressurized piston twin
Beech Duke we ly is an ideal it for
our average missions which con-
sist of 1 or 2 pax and about 1 hour
light times on 1 day business trips.
Our Duke does a great job here
in the Rockies where high altitude
conditions require pressurization
and 2 engines. In fact I don’t see
any new aircraft that matches the
Duke. I feel that single-engine TPs
lack the safety of a twin and use of a
King Air to replace our Duke would
be an unacceptable step up in size
and expense.
Jim Carpenter
ATP/CFII. Beech 60 Duke
Chief Pilot
High Country Construction
Lander WY
Great question. I ponder that my-
self. At my age I’m now closer
to the end of my lying career than I
am to the middle. I enjoy lying, like
my position and love the people I
serve with. My hope is that when
I leave my job I’ll be replaced by a
top-notch pilot where staff members
continue to be happy to come to
work because they like and respect
each other. I plan to make my retire-
ment in Southern California where I
hope to keep lying for pleasure and
have a Porsche to drive.
David Cassalia
ATP. Gulfstream G650/G550
Executive Dir of Aviation
Allergan
Morristown NJ
Maintenance costs for aircraft
keep escalating. At an earlier
time the prices for taking care of
your aircraft were much more rea-
sonable than today. Now costs for
conforming to SBs, ADs, annuals,
hot sections and overhauls have
risen to a very high level. Across
the board prices for both parts and
labor for servicing aircraft, power-
plants and avionics have escalated.
You have to really want to ly your
own airplane to somehow rational-
ize the high price of care.
Patrick Cannon
ATP/CFI. Beechjet 400 &
Mitsubishi MU2
President
Mission Air Services
Lewisville TX
Flying in the cargo world I see
continued acceptance of more
automation of lightcrew tasks. In
my opinion, single pilot lying of
various types of aircraft, doubtlessly
led initially in the air cargo indus-
try, will become more prevalent. It
will start out as more single-pilot
cockpits become more common-
place in air cargo and then I be-
lieve the acceptance will come in
passenger aircraft with an eventual
change into completely automated
air transport.
William All
ATP. McDonnell Douglas MD11/
MD10
Pilot
FedEx
Port Townsend WA
Locate a Robinson dealer
www.robinsonheli.com
Instrument panel shown
with Garmin G500H,
HeliSAS and autopilot
R66
• Reliability You Expect
• Performance You Count On
• Technology You Want
TURBINE HELICOPTER

PROFESSIONAL PILOT / November 2016 43
Squawk Ident
There will always be a need for
the corporate aviation sector.
Business lying cuts down travel
time in a comfortable and secure
way that boosts company proits
and means larger paychecks for
employees. Company pilots nor-
mally report directly to the boss or
senior management and that says a
lot about how the company views
pilots as a whole. The boss and his
family place their lives and the lives
of top execs in the hands of their
pilots without a second thought –
something they often don’t do even
with their own doctors! And we
oblige! What a privilege!
Chris Donnelly
ATP. Citation Bravo
Captain
Botswana Ash
Sowa Town, Botswana
Ily in the North Florida area where
I take aerial photos for sale and eco
purposes all at low altitudes. Drones
are now operating in the same area.
I am constantly at risk due to these
drone operators who ly their UAVs
unrestricted around our airport, our
homes, our beach and wildlife. The
FAA has given these folks essential-
ly unrestricted access to the air. In
addition to the dangers these drones
pose, they are taking away our busi-
ness opportunities.
Peter Burgher
Comm-Multi-Inst.
Aventura II
Owner
Water Flying
Port St Joe FL
On the near-term side of things
there will probably not be
signiicant changes, but in a few
years when tiltrotor VTOL aircraft
become more prevalent, biz avi-
ation might be in for a shake up.
We need the ability to use shorter
runways and ly point to point. For
national and international carriers, I
think that here too we need a leap
forward in eficiency in the design
of new aircraft.
Roland Tucker
Comm-Multi-Inst/Helo/CFII.
King Air 250 & Bell 430
Founder, CEO & Principal
Orion Enterprise Group
Kansas City MO
Existence and continuance of
both corporate and charter op-
erations are directly related to the
heath of the national economy
and the success of many mainstay
companies. Company CFOs often
only look at the initial acquisition
and operating costs. They fail to
balance that with the savings of
executive time and contracts made
possible by face-to-face meetings.
A real threat to corporate light ops
would be the assessment of user
fees. We should all support NBAA
in its ight to actively prevent the
airlines from making ATC privately
funded and assessing user fees on
company light ops. But I’m opti-
mistic that our current system will
stay in place.
Robert Brown
ATP/CFII. Citation CE500/550/560
& Falcon 2000
Captain
Contract Pilot
Columbus OH

Squawk Ident
As I think about the future of my
segment of business aviation,
which is turboprops, I see the in-
creasing use of composites in air-
craft construction, mainly carbon
iber. Market related, in Brazil, tur-
boprop aircraft – such as the King
Air I’m lying -- are now replacing
use of jets due to the money saved
by the TPs in fuel costs. And an-
other factor is the reliability of the
PWC PT6 as the mainstay turbo-
prop engine.
Lucas Correa
Comm-Multi-Inst.
King Air 200GT
Pilot
Tecar
Goiania, Goias, Brazil
My current segment of aviation,
regional airline lying, will see
big changes in the coming future.
It’s my feeling that regionals need
to alter their operations in order to
be sustainable in the long term. To
me it’s evident that just as the ma-
jor airlines have consolidated, the
same will hold true for the region-
als. They’ll need to combine with
others in order to be successful.
Also, to combat the growing pilot
shortage the regionals – where a lot
of pilots start regardless of where
they end up – will need to pay bet-
ter salaries in order to attract more
new pilots.
Patrick Ferguson
ATP/CFII. Bombardier CRJ200
First Oficer
Endeavor Air
Grand Forks ND
Seaplane transportation is a niche
business and very valuable
for the areas it serves. I expect to
see improvements over time with:
better aircraft performance, in-
creased navigation capability and
improved safety. Continued com-
munity support also will evolve
and change, I believe, as currently
it requires a constant effort on our
part to retain public acceptance of
our water-based aviation service.
D Tennesen
ATP/CFII. de Havilland DHC2
Beaver/DHC3 Otter
Captain
Kenmore Air
Seattle WA
2016 Statement of Ownership, Management
and Circulation
as required by US Postal Service
Professional Pilot magazine No 01916238
General info: Filing date September 22, 2016. Professional
Pilot is a monthly magazine, 12 issues per year, $50 per
year when sold. Mailing address: 5290 Shawnee Road,
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