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Again one rating endorsement for all PA 46 variants

Since February 2009 the European NAA split the endorsement for the PA46 family in two different type ratings.


For the Malibu, Mirage and Meridian you need a PA46 typerating and for the Jetprop a PA46 DLX type rating.

MMIG46 and AOPA Germany started in 2011 a cutch up process with EASA to review this splitting.
In July 2012 the EASA will be set the OEB report from status draft into activ.


These costs for that cutch up process will be sponsored by MMIG46.

 

Learn more

Press Release




Advise to all MERIDIAN PA46-500 TP owners

 The PRATT & WHITNEY extended warranty for the oil pump turbine PT6A -42A end November 2010

Normal operation for the oil pump is 125-130 PSI. An Indication for beginning oil pump failure is during taxi or flight a suddenly pressure dropping to 95-100 PSI. That is in the green arc but an indication for oil pump failure.

Change the oil pump before the extended warranty program comes to the end.

 


Important JetPROP News, Apr. 1st. 2009


Mandatory Service Bulletin 09-560-01

Click here to download and read.
Mandatory Service Bulletin 09-560-01 must be complied with prior to your next flight.

If there are any questions, please contact Rich Runyon in Engineering or Steve Nichman in Maintenance at 509/535-4401.


Sincerely,

Darwin Conrad
JetPROP, LLC

 


News from Monday, Feb 16th 2009

 

TELEDYNE CONTINENTAL ® AIRCRAFT ENGINE            Category 1 

MANDATORY SERVICE BULLETIN

The Subject Matter Of This Service Bulletin Is Incorporated

In Whole Or In Part In An FAA Issued Airworthiness

Directive
SUBJECT: CYLINDER REPLACEMENT

Download:  PDF File "MANDATORY SERVICE BULLETIN"

 

 


News from Tuesday, 1/22/2008

 Unbelievable Landing at Aspen This Morning

So at about 10:00 a.m. this morning, tower rolls our emergency equipment for a Piper Malibu on an eight mile final with "low oil pressure and a possible oil leak". On short final, I hear the pilot advise the tower that he'll make the runway, but that he has virtually no forward visibility due to oil on the windscreen.

All of us looking out of our office windows see the aircraft roll out long on the runway, and notice that the entire prop and spinner are missing, since it all sheared off at the crankshaft, IN FLIGHT, apparently at least eight miles from the airport.






News from Tuesday, 8/14/2007


TELEDYNE CONTINENTAL (R) AIRCRAFT ENGINE
MANDATORY SERVICE BULLETIN

Category 1
MSB07-4
Technical Portions FAA Approved

The Subject Matter Of This Service Bulletin Is Incorporated In Whole
Or In Part In An FAA Issued Airworthiness Directive

SUBJECT: KELLY AEROSPACE POWER SYSTEM'S TURBOCHARGER REPLACEMENT

PURPOSE: To ensure compliance with Kelly Aerospace Power System's Service Bulletin No. 027

COMPLIANCE: Compliance is Mandatory. Issuance of a Federal Aviation Administration (FAA) Airworthiness Directive (AD) is expected on this subject.

MODELS AFFECTED: TSIO- 520-BE; TSIO-550-A,B,C,E and G

MSB07-4




News from Wednesday, 6/7/2007


Brunch at Phillip Bethke
Porta-Air-Service, Porta Westfalica, EDVY
formerly LTB Hans Kaiser

+ Annual General Meeting 2007

Dear Members and Friends of the Malibu-Mirage,

LTB Hans Kaiser in Porta Westfalica, established in 1965, was taken over on 1st March, 2007 by the new owner, Phillip Bethke.

We have now been invited by Phillip Bethke Porta-Air-Service to a meeting for all PA46 enthusiasts and any other interested parties. This meeting will be sponsored by Phillip Bethke Porta-Air-Service on their premises.

Time and location: 11:30, 15th September, 2007, Porta Westfalica, EDVY.

Our AGM this year will start at 10:30.

Phillip Bethke Porta-Air-Service's experts will be exclusively available to us for in-depth discussions. There will be a wide range of news and facts, innovations in the field of accessories and equipment as well as lectures and practical demonstrations.
Catering will be provided and there will be an impressive number of PA46's from the Malibu to the Mirages to the Turbines on view.

You will shortly receive the Agenda for the AGM together with the day's Programme.

Please make a note in your diaries and personal organisers: Saturday, 15th September, 2007.

We are looking forward to seeing you then and spending a pleasant day together.

With best regards
Malibu-Mirage Interest Group
On behalf of the Committee

Wilhelm Schröer




News from Wednesday, 2/28/2007


Safety Seminar in Rome, Thursday, 26th July – Saturday, 28th July 2007
Official MMOPA and MMS & TF Invitation

Dear Members,

As you already know, the American MMS & TF Malibu/Mirage Safety & Training Foundation and the MMOPA have kindly invited their European friends in the MMIG46 to a Seminar in Rome.

The Seminar will take place from Thursday, 26th July to Saturday, 28th July 2007.

The cost of the Seminar will be $349 per person.

The MMS & TF would like you to send in you registrations now! These should arrive no later than 1st March 2007.

Click on the link to open the registration form. Please fax or e-mail the completed form to the address provided and let me know too so that we can make any necessary arrangements.

Please note that the cost does NOT include the hotel. As soon as registration closes, the MMS & TF will reserve hotel rooms. We will probably be staying in the same hotel as our American friends.

Most of the Americans will be arriving on Sunday, 22nd July (either in their own Malibus or on scheduled flights). So far more than 25 American registrations have been sent in and many more are still expected.

Various sightseeing tours are being organized – please see the registration form!

The MMOPA is the American Interest Group of Malibu pilots. Their invitation to us is not only an opportunity to learn more about safety and maintenance; it is also an excellent chance to meet new people and make new friends, between the clubs and individual members. It would be nice if as many of you as possible could come.

John Mariani is officially responsible for safety training for the MMOPA and is one of the speakers in Rome. He has written to tell me how much he is looking forward to seeing us there.

The Seminar itself will be held in the Italian Air Force Museum in Vigna die Valle, near Bracciano. This is a world class museum and is within an Italian Airforce base. While attending the Seminar we will have an excellent opportunity to visit this unique museum.

Our hosts are looking forward to a successful event, not only for their own members but also for their friends whether from America or Europe. The aim of the MMS & TF is enhanced SAFETY for all aviatiors!

As ever – safe flying and happy landings!

On behalf of the Committee

Wilhelm Schröer





News from Friday, 1/19/2007

 MMOPA Seminar in Rome, Thursday 26th - Saturday 28th July, 2007

Dear Members,

The MMOPA in America is organising a seminar in Rome for their members and they have kindly invited us to join them there. Normally, membership of the MMOPA is required for MMOPA seminars, but they have very kindly waived this requirement and invited MMIG46 members to attend too.

This will be a great opportunity to meet a large number of PA46 pilots from the US and establish a working relationship with our "American cousins".

The seminar will include talks by Kevin Meed on Maintenance Issues of the PA46 and by John Mariani on Safety Issues & Systems Review.

Kevin Meed is the American "Malibu Pope" and, with the largest number of Malibus being maintained by his company, has the greatest PA46 experience.

John Mariani is an engineer in airplane construction. During the early 1980s he worked on the development of the Malibu in the Piper Team under Jim Griswood. Later he moved on to training and ferry flights. The American MMOPA has appointed him to be officially responsible for safety training under the MMSF, the Malibu Mirage Safety Foundation.

These seminars are heavily subsidised and so cost just US$ 349 for each participant. The seminar in Rome will be the first MMSF/MMOPA seminar outside the USA.

If you are interested in joining us in Rome, please contact me by e-mail so that further arrangements can be made.

Best wishes and happy landings

Wilhelm Schröer

read more




News from Saturday, 12/9/2006

 Investigation Report released

Today the swiss BFU (Aircraft Accident Investigation Bureau) released the Investigation Report concerning the accident to the aircraft Piper PA-46-350P approaching the airport Samedan (Swiss), D-EMDB on 7 April 2004.

read the Report




News from Monday, 11/6/2006


ADIZ Twist in PA-46 Crash

Pilot chat rooms are lighting up with speculation over the involvement of an apparent ADIZ violation in the crash of a Piper PA-46 near Tipton Airport in Maryland that killed two people last Thursday. The airplane appears to be a JetProp conversion, although the FAA registry lists it as a piston-powered Malibu. So far, the authorities are only saying that the aircraft, owned by Daniel L. Eberhardt, the CEO of a plastic recycling company in Illinois, crashed shortly after takeoff and burned in a wooded area near the airport. However, the recording of an exchange between the pilot of the aircraft and air traffic control indicates the aircraft had been ordered to land "immediately" after allegedly violating the Washington Air Defense Identification Zone (ADIZ). Tipton has a 3,000-foot runway that was once an army airfield. It is well within the ADIZ and is bordered by part of Fort Meade, the National Security Agency and a wildlife refuge. The federal government closed the airport in 1995 but it was transferred to local authorities and reopened in 1999. According to The Baltimore Sun, the airport has become a popular GA destination for people doing business in the Washington area.

ADIZ Violation Warning Preceded Crash

On the ATC recording, which was obtained from LiveATC.net, a pilot using the registration number (N9130N) of the accident airplane asks for an in-flight IFR clearance. The controller responds by asking the pilot if his transponder is set to 1200, to which the pilot replies in the affirmative. "You're violating the ADIZ, you need to land at Tipton immediately," the controller says. All aircraft operating in the ADIZ are required to transmit a discrete transponder code, which is obtained either before takeoff or when getting clearance into the zone. Under the FAA's zero-tolerance policy for ADIZ violations, the pilot was facing disciplinary action of some sort for the error but the controller offered some hope that all that unpleasantness might be avoided. The detailed investigation of the accident is almost certain to probe whether the pilot, in reaching for that dangled carrot, lost control of the aircraft.
Tipton has a 3,000-foot runway that was once an army airfield. It is well within the ADIZ and is bordered by part of Fort Meade, the National Security Agency and a wildlife refuge. The federal government closed the airport in 1995 but it was transferred to local authorities and reopened in 1999. According to The Baltimore Sun, the airport has become a popular GA destination for people doing business in the Washington area.




News from Wednesday, 8/9/2006


Plane lands in wrong city

Seville instead of Santiago de Compostela

Two city trips for the price of one - that's what Spanair's passengers got - without asking.

One of Spanair's pilots lost his way on a domestic flight and took his passengers to the wrong city. The plane did not fly from Barcelona to Santiago de Compostela in the north-west of Spain as scheduled, but to Seville in the south. The distance between the two cities is some 700 km.

According to press reports on Tuesday, the Airline put the mistake down to the fact that the Swedish crew had mixed up the airports' abbreviations. Santiago has the code SCQ, while Seville is SVQ. Spanair had leased the aircraft and its crew from its partner Nordic Airways.

The inability of the crew to speak Spanish had apparently added to the confusion. The 95 passengers were somewhat surprised when they landed. Some of them had already been iritated by the plane's route in westerly direction, out of Barcelona and over the Mediterranean. As soon as the mistake had been cleared up, the plane flew the travellers from Seville to their destination in Santiago.




News from Monday, 3/6/2006


INVITATION
2. European Meeting of JetProp enthusiasts
as well as
this year's European Technical Fly-In for all Malibu-, Meridian and JetProp owners powered by Smets Aviation Service, featuring Mr. Darwin Conrad, CEO of JetProp

Dear Malibu-Mirage members and JetProp friends,

Following in our tradition of organising an annual meeting of current and potential PA46 enthusiasts and last year's very successful meeting at Piloten-Service RIEGER we are pleased to announce that we have been invited by Smets Aviation Service to hold this year's European Technical Fly-In on their premises in Genk EBZW Belgium.

The meeting will take place in Genk from Friday, 12th May (arriving EBZW 13:00)
to Saturday, 13th May with an option to stay until Sunday, 14th May 2006

Of particular interest this year will be a number of presentations and practical display tips at Smets Aviation Service and the chance to meet Mr Darwin Conrad, the CEO of JetProp who is coming specially to give a talk and answer any questions concerning JetProp and JetProp conversions.

The program has yet to be finalized, but you will receive a copy as soon as it becomes available together with the registration booking form.

We will be making hotel arrangements for you and look forward to the chance of spending an evening or two together sharing experiences over an excellent Belgian dinner with a glass of fine wine (or one of the hundreds of Belgian beers available)!

We look forward to welcoming as many of you as possible to our Technical Fly-In.

With best wishes

Malibu-Mirage Interest Group
On behalf of the committee

Wilhelm Schröer




News from Friday, 3/2/2006


Aircraft window breaks – Emergency landing in Bozen
by Wilhelm Schröer

Udo Illig’s return flight home from Venice to Schwäbisch Hall ended unexpectedly on Friday morning with an emergency landing in Bozen after one of the windows of his Piper PA46 plane broke at six thousand metres.

“At 18,000 feet the window on my side of the aircraft suddenly broke and I was sitting in the open air,” the pilot told Südtirol Online. Illig immediately requested permission to make an emergency landing at Bozen Airport, where preparations were immediately instigated.

“It was minus 20° C at that altitude. That is really cold, extremely loud and you can hardly talk. I was just pleased that there was an airport in the vicinity”, said the pilot describing the situation. In his opinion the breakage was probably due to a fault in the manufacturer’s material.

The pilot and his passenger were not hurt. The Bozen Fire Brigade were at the scene. The cause of the break in the window has yet to be established.

PA46 window breaks

Source: Südtirol Online-Nachrichten




News from Wednesday, 7/12/2005


Thielert conversion for the PA46, Yes or No?
by Wilhelm Schröer

Dear Malibu-Mirage friends,

It is a somewhat heated discussion and thoroughly emotional: Thielert conversion for the PA46 –yes or no?

Would it be technically possible? If so, would it make economic sense? Would there be a market for such a project?

We have been discussing this question in the committee since the end of 2000 –regularly there have been new initiatives and updates –and recently at the Straubing brunch we were able to have detailed discussions with representatives of Thielert, Rieger and Mühlbauer. In the meantime we have received insider information to the effect that JetProp is looking into the feasibility of the project and has even visited the Thielert factory. The momentary situation is as follows: Thielert themselves will NOT support a PA46 project financially, though they will supply engines and development services against payment.

The principle is here quite clear: Thielert is a supplier of engines and regards itself as market leader, due to the lack of competition. If you want to be supplied by Thielert, you have to pay in full. They don’t see the need for investing money up front.

Rieger and Mühlbauer HAVE looked at the financial question: A simple feasibility study which would deal with the necessary questions like effect on performance, construction changes etc. would cost around EUR 50,000. This sum would have to be invested before the project could start. Currently no-one is prepared to invest this money free of charge. Once feasibility has been established, a complete STC procedure would cost some EUR 500,000 providing that a plane is made available for about a year for the initial conversion. The total costs for a Thielert conversion together with the costs for the engine, cooling system, propeller and spare parts etc. would amount to some EUR 150,000 –200,000, IF it works and isn’t too heavy.

However, we don’t have the facts. While the 310 HP Thielert Engine has already completed a number of rounds in the Duke, we are still waiting for the 350 HP engine. In both cases practical experience is effectively zero.

There are still questions to be answered concerning the various cooling systems, of which there are no fewer than eight. And there are unanswered questions concerning the incorporation of the compressors for the pressure cabin and the air-conditioning.

Thielert’s basic engine weighs approx. 275 kg (a comparable Continental weighs in at approx. 220 kg), but JetProp is working on the assumption that a fully configured Thielert engine will in the end weigh in between 350 and 400 kg –which is absolutely out of the the question. According to the JetProp calculations this would mean going without the entire storage room.

On top of all this there are the unresolved issues of performance at higher altitudes, re-ignition at higher altitudes and the heat resistance of the engine.

We have heard from reliable sources that there were considerable problems with the cooling system in the Duke project, besides the generally poor performance. On account of the high revs, this topic has already become a permanent concern with the turbo-diesels.

We have now agreed to carefully follow the progress of the Duke project and wait and see what happens there.

The committee recommends not paying twice to learn the same lessons. As far as we can tell there are too many problems for a Malibu conversion. In particular, the question of weight appears to be critical.

We plan to give you more information during next year’s fly-in. In the meantime we would be grateful for any contributions on this topic and would like to hear your views, which you can air on our Forum.




News from Thursday, 9/29/2005


INVITATION to BRUNCH on Saturday, 22nd October, 2005 at Piloten-Service Robert Rieger GmbH
from Wilhelm Schröer

Dear Malibu-Mirage members and friends,

Following in what is now almost a tradition, we are organising once again a meeting of current and potential PA46 enthusiasts.

This meeting will be taking place on the premises of the company Piloten-Service RIEGER, for whose support we are grateful.

Place and time: STRAUBING, at RIEGER on Saturday, 22nd October, 2005 from 11 am.

The Rieger experts will be exclusively available to us throughout the day for discussions.

In addition the companies MT - Propeller Mühlbauer and Avionik Straubing have agreed to support this event.

There will be a wide range of news and facts as well as innovations in accessories and equipment and there will be a number of presentations and practical display tips.

Appropriate catering will, of course, be provided and there will be numerous PA46s on show, from the Malibu to the Mirages to the turbines.

To assist with planning and preparation, please reply by fax using the attached form by 15th October, 2005.

We look forward to spending a pleasant day with you and remain

With best wishes

Malibu-Mirage Interest Group
On behalf of the committee

Wilhelm Schröer




News from Thursday, 8/18/2005


Problems at HP Aircraft?

TT62 still not airborne.

It was to be one of the most ambitious German aviation projects: HP Aircraft’s TT62. But the problems seem to be more serious than at first supposed. Since its first flight the pressurised cabin twin hasn’t been back in the air. In the meantime the originally targeted price has practically doubled.

The experts agreed: To build a twin-engined plane with a pressurised cabin and two new diesel-V8s that had never before been used in an aircraft and the whole thing driven by engines located at the back of the plane was, in a new construction, a recipe for technical disaster. In addition, the five-seater was going to be fast, economical and cheap.

Now it seems that the critics were right from the start. HP Aircraft in Usedom had wanted too much at once: The first test flight was disappointing and the expected performance data were nowhere nearly achieved. On top of this there were problems with the cooling system, the aerodynamics and the handling. Although the company under the new leadership of CEO Klaus Götsch appeared optimistic at the AERO about getting the problems under control and reassuring aviation enthusiasts and private investors, there are now clear signs of a crisis: The TT62 hasn’t been off the ground since its first 15-minute flight six months ago. The official sales price has risen from the original 450,000 EUR plus VAT to 750,000 EUR plus VAT. Experts expect even this price to rise further and believe a 7-figure number to be more realistic. Commenting on this, TT62 constructor Christian Majunke admitted that a second proof-of-concept prototype was not being built at the moment as the numerous weaknesses which had become apparent in the prototypes had to be analysed and dealt with.

Now it seems that HP Aircraft are paying the price of former promises and boasts that the TT62 would cause no more and no less than a “revolution” in the aviation world. Time alone will tell whether it will be possible to keep to 2007 as the declared start of production and whether the EASA licensing will be complete by that date. As things stand, it is not possible to order the TT62 at the moment. It hasn’t been possible to take out an option at the company’s website for some time now. The latest “News” report was one about the HPA stand at the AERO – not a very good sign.

Original text by kind permission of “Fliegermagazin”.




News from Friday, 7/8/2005


Arizona Aircraft Accessories
by Rob Hybner

Arizona Aircraft Accessories

Arizona Aircraft Accessories (AAA) is a woman owned small business that operates its facility at 1935 North Rosemont, in Mesa AZ. 85205, adjacent to the Falcon Field Airport. The management team has over 25 years of experience in the aerospace repair & overhaul as well as new part manufacturing markets. The facility specializes in a variety of component repairs/overhaul for various engine type components for both fixed~wing and roto~wing aircraft. This includes TPE 331, TFE 731, Cessna, Turbos, Piper, CASAs , Bell, etc. You may also visit our web site that is in progress at www.arizonaaircraft.com for additional info. Our company would like the opportunity of supporting you and your company’s General Aviation/Business, Military, & Agriculture aviation parts repair & overhaul requirement.

As a Small Business and a FAA/EASA repair station, we are certain that we can offer and provide your company & operations with the very best support/service in the industry. We are very, very proud of our quality, turn-times, pricing! Our Customers are delighted!

Best Regards,
Rob Hybner
Head of Sales
C/o Arizona Aircraft Accessories
Mesa, AZ.
1-800-678-9912 (Phone)
480-833-5812 (Phone)
602-312-9113 (Cell Phone)
480-654-5363 ( Fax)
rob@arizonaaircraft.com
www.arizonaaircraft.com

Summer Specials for Members of MMIG46 (vaild till 7/31/2005)

Malibu Hydraulics

Malibu Turbo Components

Malibu Vacuum Pumps




News from Tuesday, 4/12/2005


Triple Threat!
Piper Meridian Adopts Avidyne Entegra Integrated Flight Deck
from Wilhelm Schröer

Three Screen System Offers Amazing Capabilities
New Piper Aircraft has JUST announced that it will offer Avidyne's FlightMax Entegra Integrated Flight Deck as standard equipment on its flagship aircraft, the Piper Meridian, making Piper's deployment of the Entegra system the most extensive application of advanced glass avionics in general aviation.

By adding Avidyne's state-of-the-art Entegra system in the Meridian, Piper continues its strategy of integrating advanced glass avionics throughout the model line. The Meridian joins the ranks of the PA-28 family of aircraft (the Warrior III, Archer III and Arrow) and the PA-32 family (the Saratoga II HP, the Saratoga II TC, the Piper 6X and the Piper 6XT), all of which offer Avidyne's FlightMax Entegra.

"Piper is committed to bringing the latest technological improvements and innovations to our customers," said New Piper President and CEO Chuck Suma, "and the evolution of advanced glass avionics on the Meridian is a perfect example of how we've taken one of general aviation's finest aircraft and made it even better. This three-screen implementation of the FlightMax Entegra system has received strong reception from the retail market and dealers and will set pilot's expectations going forward in this class of aircraft."

Said Avidyne President Dan Schwinn: "The Meridian implementation of FlightMax Entegra shows the way forward for general aviation glass cockpits. The redundancy and pilot-friendly access to such a wide range of flight management and situational awareness tools set a performance standard for small aircraft operation."

In 2000, the FAA certified the Meridian, Piper's first single-engine turboprop, with a 500 SHP Pratt & Whitney PT-6A-42A turbine engine and all-glass cockpit. The Meridian revolutionized the high-end, owner-flown general aviation market by implementing air data and attitude/heading reference system (ADAHRS) in place of gyros, unique in single-engine aircraft at the time.

The Meridian also introduced state-of-the-art features that continue to garner high marks from owners and pilots by providing advanced capabilities while remaining user-friendly. These features include single-lever control that optimizes aircraft performance by automatically adjusting throttle and prop action to meet pilots' requirements. As a result, pilots can easily reach altitudes above FL250 and speeds reaching 300 mph.

The FlightMax Entegra system, designed and manufactured by the Avidyne Corporation of Lincoln, MA, takes the Piper Meridian to a new level of quality and sophistication. It simplifies the pilot's workload and provides the tools that deliver total situational awareness on an integrated display.

The FlightMax Entegra system for the Meridian consists of three 10.4-inch diagonal, high-resolution, sunlight-readable displays, including dual redundant EXP5000 primary flight displays (PFDs) with dual integrated solid-state ADAHRS, primary engine instruments and flight director. The EX5000 PFD presents standard flight instrumentation, including an electronic attitude direction indicator (EADI), altitude, airspeed, vertical speed, coupled with an electronic horizontal situation indicator (EHSI).

Cross-comparators for the PFDs constantly monitor both displays and ADAHRS and provide visual alerting in the event of any discrepancy. Each PFD is driven by its own independent ADAHRS, though a single ADAHRS may drive both displays for failover operation. A "Pilot Priority" switch also allows the pilot to prevent input from the co-pilot's PFD when a non-pilot occupies the right seat. The PFDs in the Meridian can present both standard flight instrumentation and pilot-selectable moving-map flight plan data and a RMI pointer in the primary field of view.

The EX5000 multi-function display (MFD) is installed in the center of the panel in the Meridian and provides a large, full-featured moving map with optional Stormscope and the Skywatch traffic advisory service and Terrain Awareness and Warning System (TAWS) display. The MFD also comes standard with the first implementation of the EMax™ Engine Instrumentation system for a turbine engine. Primary engine instrument capability displays and monitors torque, interstage turbine temperature (ITT), fuel flow and total fuel on the PFD. A fuel totalizer is standard on the MFD, showing fuel flow, fuel used, fuel remaining, time remaining (endurance) and economy in NMPG. Options include Avidyne's exclusive MultiLink™ datalink graphical weather featuring XM WX Satellite Weather, flight tracking and two-way air-to-ground text messaging, and CMax™ Jeppesen JeppView® electronic chart display.

In addition to torque and ITT, the Entegra system also displays and monitors, propeller RPM (Np), gas generator speed (Ng), oil temperature, oil pressure, outside air temperature (OAT), and electrical system performance. The system also provides data-logging capability of critical engine performance parameters, which are downloadable via the MFD data port into a standard spreadsheet format for electronic trend monitoring.

"From the time the Meridian came to market," said Molly Martin Pearce, New Piper's Director of Dealer Relations & Sales, "Piper has instituted regular improvements to what is generally recognized as a terrific aircraft by increasing its gross weight capacity, enhancing the interior for more head-room and leg-room in the cockpit, upgrading the autopilot and battery systems, and redesigning the fuel systems to allow more flexible operations in cold-weather, among other product enhancements. Now, by upgrading the Meridian's avionics with the FlightMax Entegra Integrated Flight Deck, we are taking this exceptional aircraft to a new level of safety and value. The Entegra System is simple to use and intuitive while providing powerful capabilities and uncompromised functionality."




News from Thursday, 3/31/2005


First flight of the TT62 without expected performance data.
Sales price set to rise by approx. 40 –50 %.
from Wilhelm Schröer

According to information given by the HPA High Performance Aircraft Company to their customers who have taken out a purchase option with HPA, the initial flight of the TT62 carried out on 22nd February 2005 did not provide the expected performance data.

HPA expects to receive the necessary licence for the TT62, which is now ready for production, in the second quarter of 2006. Production will go ahead at the same time so that the first planes can be delivered in the third quarter of 2006. It is not yet possible to provide information about annual production as this is dependent on the efficiency of the modulisation and assembly concept.

It will not be possible to realize Heiko Teegen’s dream of producing an aircraft for less than the equivalent of 1 Million Deutsche Marks. The development and production costs have far exceeded the originally calculated figures.

The price given in the pre-sales contracts varied from 450,000 EUR to 490,000 EUR depending on the date of the contract. It will not be possible to maintain these prices as production costs will be considerably higher. It will probably be necessary to charge between 650,000 EUR and 750,000 EUR.

The results of the initial flight of the TT62, their evaluation and the required improvements (climb rate and speed) mean that the TT62 will not be on show at this year’s AERO. HPA needs special permission from the LBA, which can only be provided when certain conditions are fulfilled, in order to fly to the AERO. Road transport, as used for the ILA 2004 in Berlin, is out of the question.

Unfortunately we have here further evidence of a development we have seen with other ambitious aviation projects. Already in the layout phase, incredibly highly praised, the demise of traditional drive mechanisms and established GA producers was predicted. Words like: “…just imagine it is midnight and you are over Greenland at FL 210 with 230 KTS and an hourly consumption of 79 litres…”should now be a thing of the past. And as far as the much criticized quality of the antique piston engines à la Continental and Lycoming are concerned, it will presumably be now all that we have for the foreseeable future.

The Committee of the Malibu Mirage Interest Group MMIG46 is closely watching the development of diesel engines which may be relevant to our aircraft. We are monitoring this together with the Thielert company and a conversion company.

No GA producer was prepared to install Centurion V8 but now the former company policy of “…this engine will never be available in retrofit but only to selected first-time users…”has been taken ad absurdum, manufacturers are turning to precisely the retrofit segment. The Beech Duke, whose Lycomings will be replaced by V8 diesels, will be the real launch customer. After a few false starts, the “PA46”is back under discussion. How far this will get depends rather on the performance potential of the basic engine, which does not look too good at the moment.

Unfortunately there is still no diesel engine suitable for our aircraft in the air working to an acceptable standard.

Dear Malibu-Mirage friends, you see that your Interest Group is keeping “on the ball”. Don’t expect, however, that too much will happen in the next two or three years as far as alternatives in the field of pistons in concerned. The same applies to new aircraft in this class.

Your good old PA46 looks ready to remain what it has been for the last 20 years –the unchallenged most beautiful and economic aircraft of its type.

 




Our revised Web-Site

 Dear Sir or Madam,

dear members and Malibu-Mirage friends,

we are pleased to be able to welcome you at our revised Web-Site.

This year our Association celebrated it's 5th anniversary of foundation and we are proud to representate now 57 Members with 47 aircrafts, including 11 JetProps and 2 Meridian.

Beside the flying activities (Fly-In's, Travels of Members and Meetings) our commitment applies to the safe, economical and professional operation of the most beautiful single-engine aicraft - the PA 46.

For this purpose the internet can be of great assistance, we only have to use this dedicated.

Due to multiple requests we have revised our Web-Site concerning visual presentation and textual content und will continue to extend it consequently over the next weeks and months.

We did not only respond to your numerous proposals and suggestions for improval, but also realized some new ideas: In our Web-Site you can find among other things the arguably most comfortable overview of european Fuel prices in the internet.

Take advantage of our Forum for all your reports (positiv as well as negative) around service and operation.
Here you have a golden opportunity to exchange yourself effectively, fast and straightforwarded with other like-minded people for your and our benefit

We are looking forward to your lively participation

On behalf of the committee
Wilhelm Schröer


News from Tuesday, 3/22/2005

"DFS information" from Business Unit Aeronautical Data Management 03/05
from Deutsche Flugsicherung GmbH – GB Luftfahrtdatenmanagement (LDM)

"DFS information" from the Business Unit Aeronautical Data Management, Edition 03/05 englisch

Newsletter of last month:
"DFS information" from the Business Unit Aeronautical Data Management, Edition 02/05 englisch




News from Thursday, 2/17/2005

 
Jury Blames Textron Lycoming for Airplane Engine Failures
by Wilhelm Schröer

Orders Company to Pay $96 Million

A jury in Grimes County, Texas has found Textron Lycoming liable for fraud, and ordered the company to pay approximately $96 million to Navasota, Texas-based Interstate Southwest Ltd. The verdict came Tuesday following seven weeks of trial in State District Judge Jerry Sandel's 278th Judicial District Court in Anderson, TX.

The jury's award includes $9,725,650 in actual damages and another $86,394,763 in punitive damages. In addition, the verdict effectively precludes Lycoming from pursuing a $173 million indemnity claim against Interstate, which it had previously filed in a Pennsylvania court.

"This is a total victory for our side," says attorney Marty Rose, who represents Interstate Southwest. "Between the verdict and its impact on the indemnity claim -- we couldn't have hoped for a better result."

The case revolves around a number of small airplane engine failures that occurred when the airplanes' crankshafts broke in flight. Between 2000 and 2002, there were 24 failures and 12 deaths in Cessnas, Pipers and other airplanes with Lycoming aircraft engines. Interstate Southwest supplied Lycoming with the crankshaft forgings for those engines.

Following the failures, Lycoming launched an investigation aimed at determining the cause. Its conclusion was that Interstate Southwest had overheated the forgings, weakening the steel.

But attorneys for Interstate, Rose and Hal Walker, found a different cause. Their experts were able to determine that Lycoming's design for the crankshafts, which dates back to smaller, lower horsepower engines built 40 years ago, was inadequate for the larger, higher horsepower engines that failed.

They also found that by adding Vanadium to the steel -- something Lycoming decided to do just before the failures began -- the company further limited the amount of stress the crankshafts could withstand. Lycoming had added Vanadium to make the steel harder and reduce the number of machining operations, ultimately saving the company money.

Ultimately, jurors agreed with lawyers for Interstate, and found that even Lycoming's investigation of the crankshaft failures was fraudulent.

"The jurors found the combination of poor design and Vanadium pushed these crankshafts beyond their limits," says Hal Walker. "That's why these planes crashed, and not, as Lycoming claimed, because Interstate overheated the forgings."




News from Monday, 2/7/2005

The Regional Government in Düsseldorf brings a smile to the aviation world!
by Wilhelm Schröer

Reliability Checks under the Aviation Safety Law cancelled

Following the intervention of the AOPA at the supervisory authority, the Transport Ministry NRW in Düsseldorf, we now hear that the Ministry has instructed the Regional Government to immediately stop their safety checks.

This also applies to Münster, where preparations for the checks had been made, but not yet started.

There was no legal foundation for the checks, as the AOPA Germany had pointed out in their last publication.

Now things have return to normal. But it is sad to see what the officials at the Regional Government in Düsseldorf came up with during the Carnival season.

It seems that they are not able to keep within existing laws.

It took an aviation organisation like the AOPA Germany to explain the law to them.

Well done, AOPA Germany!

Tell us what you think!:

>> Discussion >>




News from Friday, 2/4/2005

 Are the officials at the Aviation Office in Düsseldorf going completely mad?
by Wilhelm Schröer

Unfortunately not a joke !

Unbelievable action among officials at the Regional Government in North Rhine Westphalia: Reliability Checks according to the Aviation Safety Law.

Hardly has the Aviation Safety Law been signed by the Federal President than the Regional Government in Düsseldorf starts making unimaginable demands.

Aviation trainees for PPL/A and gliders, applicants for CVFR and those extending licences will have to undergo Reliability Checks with effect from 28.01.2005. See the application for the check here: Antrag auf Sicherheitsüberprüfung (German Language).

The fees payable should range from between EUR 15 and EUR 25 but then total fees of some EUR 115,00 have been suggested. Nobody was available for comment at the Regional Government in Düsseldorf or at the State Ministry of the Interior. Carnival is reaching its climax. Perhaps the beer has been flowing a little too freely in Düsseldorf!




News from Wednesday, 2/2/2005

Mode S Elementary Surveillance, Introduction extended to March 2007
Translation by Wilhelm Schröer

Dear Sirs,

The Provisional Council (PC), the highest governing body of Eurocontrol, decided on 11.01.2005 to extend the transitory regulation for the introduction of the Mode S Elementary Surveillance (ELS) until March 2007.

The DFS ( Deutsche Flugsicherung GmbH) reported this last year in their Newsletter and will publish the decision in the next AIRAC on 17.02.2005. It is being stressed that the above decision to extend the regulation is exclusively for the benefit of those aviators who are having problems upgrading their equipment on time.

The extension must not be regarded as an opportunity to delay the upgrading to Mode S ELS Transponder. There will be no further exceptions to the rules beyond this. Please contact us if you have any queries.

Best regards

Andreas Nees
DFS Deutsche Flugsicherung GmbH
German Air Navigation Services
Customer Relationship Management VKK




News from Tuesday, 2/1/2005


SMA in receivership
by Wilhelm Schröer

The SMA, the "Societe de Motorisations Aeronautiques" in Lognes, France, is to be liquidated.

Losses amounting to ten millions for the year 2004 are expected.

Developed costs of the SR-305 crushed SMA.

The future of the company is still unclear.




News from Wednesday, 12/15/2004

My Nicest Experience

by Dr. Michael Offermann

Friday,

Surgery in Essen until 3 pm, lecture in Stuttgart at about 5.45 pm. Does anyone think that could be a problem? I don’t. Not really.

The calculated flying time from EDLE to EDDS is approx. 61 minutes, with a tailwind at FL 250 only 49 minutes.

If it wasn’t for the weather in Essen – the whole day, (very) low hanging clouds with occasional heavy rain. One of those days when it’ll be rather difficult to take off legally in Essen.

So what can a good citizen do other than what he has always done in the last 20 years, namely call up someone in authority, someone who doesn’t split hairs, someone who always helps out, someone who is the Flight Supervisor at Düsseldorf, to ask his advise on a way out of the predicament?

It used to go something like this: Get on the Squak phone, discuss a particular flight procedure, right around to BAM or BOT at 1,500 ft, on the runway - depending on the departure - either 120.05 or 128.55 was called and IFR pick-up before take-off, so to speak.

The problem this time is that the Flight Supervisor’s number seems to have changed – on the way to the airfield there’s repeatedly no connection.

So phoned the switchboard at Düsseldorf International Airport to get the “new” number. She can’t connect due to it being an “external” call.

Dialled again while the traffic light is red and amazingly someone answers immediately. Not only that, but someone who understands my problem – that’s OK, no trouble, but… he’s not the right man to talk to – it’s the number of the Tower at Düsseldorf.

The Flight Supervisor responsible is now located in Langen.

The good news is: This number is available too.

I now phone the third number on the motorway in pouring rain, but this time, having learnt from experience, I enquire whether I really am talking to the Flight Supervisor for southerly take-offs from Düsseldorf, because the problem is such and such.

It is him and he represents, so to speak, the power, the concentrated responsibility and flexibility of the DFS in person.

I need three goes at trying to explain to him what I want from him in the first place. My question, or rather request, apparently belongs to the surreal world of some sort of airborne Stefan Zweig.

Would he understand it correctly? IFR take-off from EDLE?

Out of the question! What? That had always been possible in the past? He’d have to ask, one moment please, says the man on the phone who sounds about 25.

Puts the receiver down onto his desk and apparently turns to a colleague to explain my eccentric request.

As one might expect through a telephone receiver that has been put down onto a desk, I can hear the muffled but interesting suggestion which the “colleague“ makes to the Flight Supervisor of South Düsseldorf: He (that’s me) could put his plane on the back of a truck, drive it to Düsseldorf and take off IFR there. Really useful.

No, it’s just not possible, with the best will in the world he really can’t imagine how it ever could have been.

There were only two possibilities: either fly at 500 ft approx. 5 miles to Düsseldorf into the control zone and then with an SID to Stuttgart or VFR up to Minimum Radar Vectoring Altitude and then IFR pick-up.

Anything else would be illegal, he couldn’t and wouldn’t have anything to do with it and what Straubing and Mr Teegen and his colleagues in Bavaria would do was no concern of his.

Break.

At the fuel station in EDLE there’s one of the local flying school’s TB20’s next to me and the young man doing the tanking while the older one stays put in the right-hand seat doesn’t look as if he’s been flying with ATPL for years.

Quite right in fact: IFR training.

How interesting. Just see what the Flight Supervisor has told them.
And it gets more interesting during the conversation. A good thing that I’ve asked. You can always learn something when you ask the right people: An EDLE Jeppesen Card is produced.

What surprises me is that I hadn’t heard that Jeppesen have now published GPS landing and take-off procedures for one and the same place on one and the same sheet. And why is the VFR in the top right-hand corner??

5.10 pm Landing in Stuttgart, lecture at 5.45 and, like I said, really no problem at all.

But a good thing that visibility increased to 1.5 km a short time after take-off and there were no clouds up to about 2,301 ft.

All you need is a bit of luck when you’re flying IFR.


News from Tuesday, 11/2/2004

Christmas at hand
If you do not know what is the right present for, perhaps this offer is just the right one for you

 

 

 

 

 

 

MAXIMA Propjet Conversion for the Malibu and Mirage

At the 2004 MMOPA Convention in Palm Springs, we introduced the new MAXIMA Propjet for the Piper Malibu and Mirage aircraft.

The new MAXIMA -10 Propjet features the legendary Garrett Dash 10 (TPE331-10) turboprop engine. With over 1,00 shp of thermodynamic power, the Dash 10 makes the MAXIMA -10 the most powerful conversion for the Malibu or Mirage! This means higher performance than other turboprop conversions or the Piper Meridian. In addition, with a specific fuel consumption (SFC) of 0.56 lb/hp/hr, the Dash 10 is the most fuel efficient of all turboprops in its class. This combination of power and efficiency provides faster climb rates, faster cruise speeds and longer range.

In addition to the powerful Garrett Dash 10 benefits, the MAXIMA also offers other features of note:

  • 162 gallon Fuel Capacity - provides longer range
  • No-TouchTM Optimized Fuel System - draws fuel from both tanks simultaneously and eliminates the fuel selector valve
  • Electric Air Conditioning - provides on the ground cooling with GPU
  • Engine Fire Extinguisher - for additional safety
  • Relocated GPU Plug - relocated to rear of passenger door for easy access by line personnel
  • Bleed Air Eductor Primary Vacuum System - has no moving parts and is extremely reliable
  • Electric Horizon - standby system in unlikely event of eductor failure
  • Cool-Start System - for faster and lower temperature engine starts
  • Built-in Lightning Protection in Carbon Fiber Composite Cowling
  • Reduced Soot Exhaust System - prevents sooting on sides and wings of aircraft

In addition to the Garrett Dash 10 engine, the MAXIMA is also offered with a Garrett TPE331-5 engine option. The Dash 5 engine produces over 840 shp of thermodynamic power which will provide performance similar to the original Malibu conversions which used the PT6A-34

With the STC expected in the Spring of 2005, we offered very special introductory prices at the MMOPA Convention. This pricing was $50,000 below what the prices will be once the STC issues. Guaranteed to outperform any other turboprop conversion, the MAXIMA -10 was offered for an incredibly low price of $399,000 with a 5,000 hr TBO / 0-TSOH engine. The lower cost Dash 5 conversion was offered at an MMOPA special price of an $335,000 - also with a 5,000 hr TBO / 0-TSOH engine.

We realized that many owners were not able to attend the MMOPA convention and thus were not aware of this exciting new conversion nor the special offers. Therefore, we have decided to extend this special offer to allow all MMOPA members to have this opportunity. Owners who make deposits by November 10th (one month following the convention) will still receive the MMOPA special prices. After that time, the prices will go up to the Pre-STC prices which are $25,000+ more. A $10,000 deposit will hold a delivery position and guarantees the MMOPA pricing.

We also realize that with a major decision like this, owners like time to consider all options. We are so sure that owners will find the MAXIMA -10 (or - 5) to be their ideal aircraft, that we have provided for depositors to have 30 days following the deposit to cancel for any reason and receive a full refund of the deposit. This allows owners to lock in the special pricing, yet still have the additional time to make sure that is the right decision for them. The MAXIMA will be available for both the Malibu and Mirage airframes.

A two page MAXIMA brochure and price list accompanies this letter.

(Maxima Cover, Maxima Features, Maxima Price List)

Please contact us to receive further information or to discuss this exciting conversion in greater detail.

Thank you.

Michael Spearman
mspearman@porous.com
INNOVA AIRCRAFT, INC.
4301 Davis Hwy.
Conroe, TX 77304
936-443-4912


News from Monday, 11/1/2004


Thielert     

CENTURION 4.0 Certified

Lichtenstein - Thielert Aircraft Engines GmbH (TAE) has received the type certification for its CENTURION 4.0 jet fuel aircraft engine on 28 October 2004. This is now the third innovative jet fuel aircraft engine which TAE has succeeded in certifying for General Aviation aircraft. The type certification was conducted in accordance with the requirements of the European Aviation Safety Agency (EASA) in Cologne. The CENTURION 4.0 generates 310 bhp and reduces operating costs by up to 70 percent compared with conventional avgas engines, which have to be operated with highly leaded aviation fuel. The engine is scheduled to make its maiden flight in the second quarter of 2005.

Centurion

"For us, the type certification of the CENTURION 4.0 signifies a further milestone in the development of our CENTURION jet fuel aircraft engine programme. In conjunction with the CENTURION 1.7, we now cater fully to two performance categories," explained Frank Thielert, managing director and founder of TAE. Just like the CENTURION 1.7, the CENTURION 4.0 has been designed on the basis of tried-and-trusted components from automotive production. "By using ready-developed components from the automotive industry, we reduce our development costs and, as such, the price of our engines. The market calls for modern, cost-saving engines. For this reason, we regard a medium-term sales figure of 600 CENTURION 4.0 engines per annum as realistic," said Thielert.

The V8 engine works according to the diesel principle. From its four-litre displacement, it generates 228 kW (310 bhp) and provides a torque of 946 Nm (698 ft.lb) to the propeller. TAE equips all of its CENTURION engines with true single level control and a fully electronic engine and propeller management system (FADEC). Common rail technology, direct injection, turbo charging, liquid cooling and reduction gear go to complete the state-of-the-art equipment features. After being awarded the type certification on 28 October 2004, the CENTURION 4.0 is now approved for the exclusive use with jet fuel (kerosine). Within the scope of the "Life Time Extension" programme, the "Time Between Replacement" is gradually being extended upwards to 2000 hours. TAE anticipates that this certification will have been validated by the Federal Aviation Administration in the U.S. by the second quarter of 2005.

TAE, a medium-sized company from Saxony in Germany, has been developing, certifying and manufacturing jet fuel aircraft engines for small General Aviation aircraft since 1999. Since commencing series production in 2002, the CENTURION 1.7 engine has proven highly popular with flying schools, clubs and charter companies, since, due to its low consumption, it cuts operating costs in half. Whereas a flying hour in a conventional petrol engine in the Cessna 172 class costs roughly 70 euros, the CENTURION 1.7 costs less than 34 euros. Even greater savings are possible depending on the performance setting and the fuel price. The CENTURION 1.7 can be fitted in single or twin engined motor-powered aircraft with a take-off weight of up to 3800 lb. Popular aircraft such as the Cessna 172, Piper PA28 and Diamond DA40 belong to this category. The more powerful CENTURION 4.0 is deployed in four to six-seater passenger aircraft with up to a 6000 lb take-off weight. At present, a number of development engines have been fitted in well-known aircraft. A maiden flight is expected in the second quarter of 2005.

Source : http://info.thielert.com/centurion/main/news_start.php?newsid=264


During AERO Friedrichshafen RocketRoute signed a price agreement with MMIG46

The easy way for flight planning and file a flight plan (including Brussels - Eurocontrol – approval) is the RocketRoute solution. This all happens in seconds.

During last AERO in Friedrichshafen MMIG46 and RocketRoute signed an agreement for the MMIG46 members.

For more questions how to handle this get in contact with ktepper@MMIG46.org   

http://www.rocketroute.com/docs/pricing_en.pdf    

http://www.rocketroute.com/videos.php


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